Both! Dynamic brakes along the "rollercaster" section of the route (max brakes on descent and max power on up grade). Train brakes help the dynamic brakes to having a faster speed rductions like for example before a stop or if the dynamic brakes set to max dont help enough (on 3.5% descent gradients) or when the train is stopped at the station cause dynamic brakes works only when the train is running.
Also ( if I understood Matt's explanation correctly), if you're driving on 'cruise control' using the 'speed selector', then the throttle setting not only limits the amount of power available, but also the dynamic braking force. But even set on max, it can't hold the speed on the 3.5% downhill sections, so you still need the 'real' brakes.
So, I gather that dynamic/electric brakes are better when going fast (because the train brakes work using friction which creates a lot of heat at high speeds, and the heat reduces the effectiveness). But, which handle to use? I saw Matt use the dynamic handle by the look of it when slowly slightly at 140 kmph, but I think he also said that the brake modes get mixed automatically? So when would I use the Train Brake handle when slowing for a station? Do I add it in manually? Thanks.
So by reading these 2 response, ill be using dynamic when im on high speed and train brake when near a station or stop. pratically, below 100 kmh
Just watching part of the stream from the other day. It looks like Matt applied 100% (i.e. full) ebrake as soon as he needed to start slowing for the station. He added some Train Brake when below 160 kmph, and kind of added and released Train Brake as needed by the look of it. So did I misunderstand about it getting mixed automatically? Thanks.
Would it be better to put the speed selector down by 10km on these gradients, which seems to keep it below the speed limit easier? Also whenever I decrease the speed selector it starts applying brakes briefly even though the speed is nowhere near that limit.
If you reduce speed to 10km below the limit before the slope starts, then you'll speed up but (probably) stay below the limit. But if you wait till the steep downhill slope begins, that won't work, because the electric brakes aren't strong enough to hold the train. If you reduce the pressure on the train brake to around 4 bar, that holds the speed constant (or reduces it slightly) even on a 3% downgrade.
When you are on 3.5% of downgrade gradients the dynamic brake set to max is not enough to reduce your speed or dont finish in overspeed. So, in these cases I apply ALSO the train brakes in addiction to the dynamic brakes. Same happen when you are at about 10km from Avignon and you travel at about 320km/h. The only dynamic brakes are not enough to reduce faster the speed following the console indications (320->300->270->230->200->170) so you can use the train brakes in addiition with the dynamics brakes and slow down the train without risk the overspeed. So, in my case or personal experience along the Marseille-Avignon route, the dynamic brakes are the basic brakes (I use them at the 100% of the times) and the train brakes are the dynamic brakes help (or boost). And yes, dynamic brakes power or efficiency decrease with the reduction of the train speed. At zero km/h dynamic brakes efficiency is zero.
Always use electric brake first, specially at high speeds as pneumatic can produce wheel slip (yellow indicator on the panel) and you won´t brake at all. At the 3.5% gradients electric is not enough so there up to 2 bar pneumatic brake application could be even needed. Always start applying small amounts of pneumatic and increase in small increments. Observe train acceleration as digital display gives two small arrows to the right of displayed speed to indicate if train is speeding or braking. Cheers
