There're multiple MU systems (pun not intended) that are used on German locos, the ones I found are KWS, ZWS, ZDS, ZMS, WTB are the ones I came across so far. Which one is used with which equipment? I so far found two explanations: And from Maik Goltz: What are the other combinations that are realized in the TSW4, or at least possible to select? Is there a general rule for those?
KWS: Konventionelle Wendezugsteuerung The original method of controlling a loco from a cab car. Some loco classes have their own specific MU setup that allows them to work in multiple with other members of the same class too. This is purely analog, so it needs a specific cable with lots of wires. Not all coaches have a passthrough cable for this system, so you need to make sure all vehicles are fitted with this system, not just the loco(s) and cab car. East and West Germany's implementations of this system were incompatible with each other. Each cab car also is only compatible with either diesel or electric locos. Rolling stock with this system in TSW: n-Wagen, 110, 111, 218. These all have the West German KWS36 system. East German KWS34 doesn't exist in TSW yet. The 218 also uses KWS for multiple working. ZWS: Zeitmultiplexe Wendezugsteuerung A mid-70s standard for cab car working. This uses digital data telegrams sent over the UIC cable (that all coaches have anyway, so you don't need to pay attention to train makeup as much). This is the most widely used cab car standard to this day. Note that it only lets you control exactly one locomotive from a cab car (which is why InterCity trains that need two 218s can't use the cab car, even though the cab car and locomotive are compatible with one another). Rolling stock with this system in TSW: Any passenger stock that's a 218, 111, 143 or newer. The Vectron and Taurus have it in real life, but I don't know if that works in the game. You can also have n-Wagen in the middle of a ZWS train if you want but TSW might get confused with the doors. ZDS: Zeitmultiplexe Doppeltraktionssteuerung Based on ZWS. Allows you to run in multiple with exactly one (1) other locomotive. In Germany, this is only used for locos of the same class, but it does technically work on most combinations of reasonably similar locos, and in Austria and Switzerland they actually use it like that because they're not cowards. Everything except for the 155 (can't run in multiple at all), 110 and 218 should have this. Most trains that have ZWS and/or ZDS only won't have a modelled switch in TSW, but they will choose the correct mode via magic. ZMS: Zeitmultiplexe Mehrfahchtraktionssteuerung Based on ZWS/ZDS. Allows you to run more than two locos in multiple or control more than one loco from a cab car. Never saw much use though. I think the only thing that might have it is the 101 but I've never tried it. WTB: Wire Train Bus This is an in-train data bus that all the vehicles can use to communicate with one another, so it goes beyond just multiple working, but it can be used for that purpose. There's nothing in TSW using it yet, but one example in real life would be the ÖBB Railjet. As for which system you should use, it's very rare to have a choice in the matter. Usually there will only be one that can do the thing that you want and is compatible with all vehicles.
As far as I had interpreted this post by cwf.green two Vectron do actually use WTB to communicate to each other: https://forums.dovetailgames.com/threads/vectron-checklist.73360/#post-714788
mkraehe#6051 Amazing explanation, much appreciated. I couldn't find any MU control switches in Vectron, so I assume it just uses the game magic.
I think WTB may be just a default choice for vehicles not originating in Germany (hence usually not having that much historical experience with push-pull, so previously focusing rather on simple direct remote control cable between locos in multihead). I see it implemented in many czech loco classes in recent years during large renovations.
Do you know why they are doing this? I would assume in order to substitute for locos on the CD Railjets?! MTB is not always used for the same purpose, as far as I know. The IC1 in Germany uses its WTB only for passenger information system stuff. And it was retrofitted at some point. I believe that the communication between loco and cab car are still purely based on ZWS. But thinking about this, all modern EMUs use MTB once they couple with another unit. Hence you do see it in TSW more often then one would think, initially. Even the 642s use it.
As I said, the idea of push-pull was not very prevalent here (or in many other countries outside Germany), for regional operations usually fake multiple units were used (motor wagons at the end, regular wagons in the middle, but all designed visually the same), otherwise traditional loco consist with need for go-around served the rest. From 1990s onwards, more unpowered control cars appeared to go with the old motor cars for lines with smaller power requirements, but as the original motor cars are now slowly departing (made in 1960s-1970s) while the control cars are relatively young, there was a decision to go with a bigger kind of renovation of selected regional series (mainly I have in mind 162WTB for electric traction and 750.7 for diesel traction). At the opposite side is usually either ABfbrdtn795/Bfbrdtn794 (ex Postw rebuilt in 852/Vindobona designs) for diesels or Bfhpvee295 (ex regional UIC-Y wagons) for electrics.
great help, will definitely bookmark this thread for later reference is there also some thread on how to set up multiple locos on US freight? I would love to learn to do that since you dont have any time limit there, but so far it is kinda intimidating to me, since you not only have to set up switch for MU, but also brakes, diesel-specific shenanigans and other stuff hell, I even avoid MU freight on Semmeringbahn since I dont really know how to set up some locos if it is not 2x Taurus
Source or check out this table made by breblimator in the past. It's pretty straightforward. Engine Run, Generator Field, and Fuel Pump switches on in the lead loco (and lead rear trailing loco) - all off in all others. Brakes cut in on the lead loco only and cut out (trail/trail 6 or 26) on all others. There's also a Distributed Power fuse (on SPG's AC44 at least) that should also be on in the lead loco. Radio can be on everywhere, doesn't truly matter. Banking Comm on only on the lead loco to control the rear helpers if applicable. From SMH onwards, I think all of the locos except for the one you spawn in are all already set up correctly. This was not the case on prior routes and every single loco had to be checked. Don't think any German locos require any setting up right now. I think they spawn correctly (at least if the locos are the same 185/185, 193/193, etc.)
I found at some point a RW manual, and at least on GE locos, on the remote lead helper with electronic remote control Engine Run and Gen Field Off, Control and Dynamic Brake On (on all trailing all the switches can be off).
If it's a scenario, depends on the scenario scripting. On timetable services, as a rule of thumb, they should spawn set up correctly, but I still had freight services with pull weight over 1200t spawn with PZB in M and brakes on all cars in P, while in reality (at least according to a thread I found) they should be using U and brakes on first 5 cars should be in G. And if you spawn a train in timetable mode/free roam yourself, you'll have to verify everything, because the default state is anyone's guess.
damn, I guess I should think about buying a printer buy a folder and plastic sleeves... there is like a golden mine of knowledge scattered around this forum, and it might be handy to have reference right nearby when needed... like this one - if I had this printed out when setting up / checking setup of a US freight train, it would be a breeze thanks tho for the info and also for inspiring me to this idea
Could be interesting to try in TSW, but TSW uses the semi-fictional banking comm instead of properly simulated DPU operations. I was only referring to the MU set-up. PZB mode and brake modes always have to be set up by you - the game never handles this by itself. We have an excellent thread on this (my short summary and guide is here).
True for the game, but IRL the Wittenberger cab car can switch between diesel and electric, and still uses KWS36
btw what is HOTD switch (Hood or Trail... sth?) ? second question - from the guide it looks like only some locos from the consist are used to supply power, others only for brakes... or do I understand it wrong?
On the older EMDs, you’ll see a device on the control stand that displays the rear brake pipe pressure. That’s the Head of Train Device (HOTD), which is linked to the End of Train Device (EOTD) at the end of the train, which is the box at the coupler flashing red. The Radio&HOTD switch is just a fuse for the system. No, all locos supply power. As far as I know, turning off the three switches in the cab simply makes it so that another loco can control the helper.
