I thought there may be more questions coming in the future, hence, I open this thread which can be used for every question around failures, how to deal with them, how to interpret the manuel, etc... My first question is about the MGS failure, can be found on the manual pg 82. It tells me to set brake mode to either P or G. I am assuming it only wants me to do this on the loco and the timetable stays in R+Mg, right? hence, ZDE remains in 9. Or do I have to set the whole train to P or G?! Also, how do I release the parking brake cylinders by hand? Thanks for this manual and its ahead of release release (looks strange but I believe my english is correct). Gives me the opportunity to undertstand the full complexity of this DLC and makes me appreciate it even more! PS: sorry for pinging Raph' and cwf.green . I would assume it makes it easier for you to find this thread
What, also the manual release of parking brakes is modeled? Wow Federspeicher cylinders have a "Notlösezug", the lenght varies but you can pull and it will release your "handbrake". Usually its somewhere outside on the bogies. Be aware this is very dangerous since your loco is not safely parked anymore. So think twice how and when use the handle (By the way this is a standard mechanism on basicly all "federspeicherbremsen")
Yes, I assume so also, it’s just that I have not seen it being explained in the manual. Maybe this could be added in the future?!
The English is fine, although I think it would have been written as "ahead-of-release release" if you want to be strict. I've just been reading through the manual and I'm also very excited to get this train and try it out now. Really, really great work.
I'm not quite sure what the answer is to your question, except that the BR101 Expert has pretty much the full "Bremsgerätetafel" (Brake Equipment Panel) simulated. I think there is a single valve that is not simulated, everything else is. This includes the cut-off valve for the parking brake. Speaking of the parking brake, the way it works on the 101 is quite interesting. First of all the brake cylinders are connected to the spring so that when the pressure in the brake cylinders is above a certain threshold the parking brake is released and the indicator (both on the panel in the cab, the MTD display status, and on the exterior) goes to "Release" (no light, no MTD message and green plate). Secondly, the parking brake can be controlled by the brake pipe if the battery is shut off or in the "Towing" setting. If the brake pipe pressure goes below a threshold in this mode the parking brake is automatically applied. There is also a towing valve that connects the brake pipe to the main reservoir pipe, allowing systems that use the main reservoir to get air when the locomotive is towed (but the pressure is obviously only ~ 5.0 bar so that changes some things). Some other highlights (but by no means the only ones): 1. The auxiliary reservoir has a drain valve that can be opened. This is quite important since you can soft lock the pantograph or main circuit breaker if the main reservoir is low in pressure and the auxiliary reservoir is above the "pump on" pressure but below certain conditions for the "HS-Sperre" (main circuit breaker lock). Without this drain valve, if you were in this situation you would not be able to close the main circuit breaker. Someone asked in another thread if there are faults that can occur due to player actions, this is such an example. 2. The pantograph cut-off valve key and the pantograph earthing switch is simulated. To earth the pantograph you would turn the key to cut-off the pantograph (dropping it automatically) then take this key and insert it into the pantograph earthing lever and unlock that. Lastly you move the lever to the "Earth" position. To be clear, this is not ever necessary to do in the game, but who knows, maybe in the future
Thats how it looks on the 101 outside. (Lösezug für den Federspeicher). Not sure this one is modeled. Probably beyond what can be expected
Its recommend to take them in the spare parts list for the regular scheduled overhauls of MUs or locos. Its not a rare phenomen, that the blue protection cover has weared down from the bogie movements and the inner steel cable is visible. One touch point on the frame is enough, which acts like sandpaper. The assembly spots are not always chosen "perfect".
Will certainly look out for it in the future But for the first part of my question regarding the revised ZDE entries, I assume my assumption was correct?!
You have to do a new brake calculation for sure, which gives you less brakeforce. So a change of the data will be needed, but as passenger train you leave it in 09. Not 100% sure about all procedures in germany and how a defective "Gleitschutz" is classified in terms of affecting the risk, but the wagons remain in R+MG. With a defective Wheelslip protection, a change to G / P on the wagons would make the braking conditions worse for the loco. This is usually used when you place the coach into a freight consist. So no need to change. Technically your loco still brakes with the electric brakes, so you should be fine and just pay attention on the adhesion, maybe use sand for braking. In case you need to isolate traction or the entire bogie, this will make the situation more complicated.
Does it even work for braking? I tend to use sand while braking as it slips quite a bit while Vollbremsung, but hardly saw any improvements.
Thanks a ton for the detailed manual. Much appreciated. Suggestion: Consider dating the front page and indicating "Change number ..." so we can be sure we notice when it has been updated since we last looked at it.
I have had this discussion in the frame of KWG release at the time and, yes, it was confirmed to me that sanding does indeed increase adhesion by a factor of 0.1. I am assuming it should be implemented in all newer locos and / or routes…
Both the BR101 Expert and the Bpmmbdzf 286.1 (Cab car) has a different sand simulation that is intended to be more realistic than what is done by default in Simugraph. The biggest difference is that the drop off with speed is less severe (sand decays so rapidly in Simugraph for increasing speed that it becomes useless at like 50 km/h, even with super unrealistic levels of sand flow). It now should decay with speed but at a rate that is realistic. The second big change is that the increased adhesion stays even when you stop using the sand, if the locomotive is stationary. When you start rolling this effect decays (assuming you aren't actively sanding). The third change is that the sanding requires air. If you run out of air, the sanders won't work (and at low pressure in the sand air reservoir, which is supplied by the main reservoir, the sand flow starts to decay, but this is only noticeable at really low pressures). With an Expert formation, sand will work in ZWS/ZDS/ZMS on the rear locomotive.
I had a fault 34F81 1. What is an HBU? 2. Resetting the LSS didn't work and I don't know how to "continue with only 2 HBUs" Appreciate any help!
These are converters, which each serve certain users within the loco. There are three, if only one fails you should still be good to go. It does the regrouping all automatically for you, however, you have to consider what the failure display tells you to do. The provided manual will tranlate it to english for you... In this case you need to set the throttle to 0 and you are good to go again.
A question to a failure in the cab car. I recently encountered an internal fault "Türen schliessen": My question to this would be what would be the right proceedure to apply here?! It was an internal fault, so I could not reset the LSS. In my understanding I can not revert back to TB0 either, can I? I did not manage to close the doors at the end with the LSS open. My understanding is that in order to use TB0 you do actually need this LSS closed. In the cab you have the selector "Türsteuerung", which selects between TB0 and SSTF, right? So what would you do in reality? Ersatzlok? Keying at each waggon? Also, what is the exact consequence when this fault appears, are all doors suddenly unlocked, even while still moving? I would assume that they are still locally protected, at least above 5kph, no?!
The LSS being open disables the whole system. TB 0 still requires "Türsteuerung". I've been told even TB 5 requires it. Regarding what you would do in reality, from what I've been told it depends on the formation (if you have neighbouring coaches with working doors the coach might still be allowed in service) and presumably also varies between operators. I don't have an exact answer for DB FV. So when would TB 0 be active on the IC coaches? This would happen if either the SSTF computer fails (different failure mode than LSS Türsteuerung and not implemented, maybe something for the future...) or a locomotive without SSTF but TB 0 as fallback is controlling the doors.
Ok, thanks, it seems my assumption was correct then, you would probably key every single waggon. I was actually tempted to close them from the loco
Yes, except for one thing. The Türsteuerung switch does not revert the locomotive to TB 0, it shuts off both SSTF and TB 0 together. The only remaining system is TB 5 (since it acts on the coaches independently and don't care about the loco).
I was assuming this because the public available manual (for the real loco) talks, for this switch, only about SSTF: So, how would I revert the train back to TB0?
TB 0 is just a signal state in the UIC cables. Either a permanent signal (on the BR 101 it would be the selector in "lock all", on some other locomotives it is the rocker switch in one of the positions) or as a pulse (conductors UIC key turned). If we talk about TB 0 more as a system (lock or release), then it is active as long as the Türsteuerung switch is in "On". It is always there in the background as a fallback system. If you couple coaches that only have TB 0 then these will work with the BR 101. If you have a mix of SSTF capable and TB 0 coaches all will work (but obviously on the TB 0 coaches there is no side selection). Conversely, if you couple a locomotive with only TB 0 available to IC coaches (SSTF) then they act as TB 0 since there is no SSTF-specific signals sent from the locomotive, only TB 0. If your question is how to make the BR 101 only send out TB 0 and no SSTF signals, or how to make the IC coaches only respond to TB 0, then that is not really possible, to my knowledge. As far as I know that is basically a sort of non-critical fault in the door computer (that still keeps TB 0 but disables SSTF), not something that would have a switch related to it. I asked Madeline what the reason for the Türsteuerung switch is and the answer was that if something fails in the door computer and prevents it from unlocking the doors (so either a SSTF signal is still active or TB 0 is still active when it is not supposed to be) then you can turn that switch and it will deenergize all the door signals from the locomotive and only TB 5 will be active on the coaches. The conductor can still use their UIC key to send a TB 0 signal of course (since the signal originates from that coach rather then the locomotive), but the key would have to be held in the lock position until the train has accelerated past 5 km/h (i.e. when TB 5 engages).
