I know this is a dumb question and I'm going to get a lot of smart remarks, But....how do you guys go about slowing your trains down? Now...... I know how, but do you guys use the dynamic break system all the time, the train break only to slow down a little or in what aspect do you use reverse to slow down. Could you please give me some pointers, that relate to real life train driving? Thanks
How to slow a train down?
- Thread starter npr
- Start date
This is a BNSF manual,90% of this is irrelevant for Trainz, but you can scroll down to page 42 of the manual and it gives some information on how to handle train brakes in different situations.
http://www.fogchart.com/Down/BNSF/abth_updated_062405_3.pdf
http://www.fogchart.com/Down/BNSF/abth_updated_062405_3.pdf
Begin with dynamic brakes. If that's insufficient, slowly add train brakes (blended braking). Dynamic brakes on older locomotives lose their effectiveness at low speed (in Trainz context this also depends on the espec). There's also the finer points of braking regarding grades and handling slack action if you're interested.
cascaderailroad
New member
Dynamic braking is usually used on downhill gradients.
In Trainz you have a rolling train at 35mph, and you quickly put the throttle to zero, then either put the dynamic handle to halfway, or full dynamics position, then apply throttle power to @ 6 or greater (which causes electrical feedback into the traction motors, reversing their rotation to some extent that the wheels are resisting turning) the electrical brake grids absorb this reverse electrical flow as resistance. In all actuality the traction motors are becoming generators of electricity in dynamic braking.
The more throttle power applied, the more the traction motors slow the train down.
On my 11 mile long -1.75% grade, with 137 loaded coal hoppers, and 6 head end locos, and 2 more rear end helper locos, I have to make several service brake applications, as well as put my train into full dynamics at throttle power 6 keeping the train below 35mph at all times, and when it slows to 15mph I lower the dynamics throttle position to near zero. Making several repetitive srvice brake applications all along the way.
The loco indendant brake is usually only used when there is no consist trailing along behind the locos, as appyling the loco independent brake will cause a jacknife pile up of un-braked railcars, behind a braked locomotive
In Trainz you have a rolling train at 35mph, and you quickly put the throttle to zero, then either put the dynamic handle to halfway, or full dynamics position, then apply throttle power to @ 6 or greater (which causes electrical feedback into the traction motors, reversing their rotation to some extent that the wheels are resisting turning) the electrical brake grids absorb this reverse electrical flow as resistance. In all actuality the traction motors are becoming generators of electricity in dynamic braking.
The more throttle power applied, the more the traction motors slow the train down.
On my 11 mile long -1.75% grade, with 137 loaded coal hoppers, and 6 head end locos, and 2 more rear end helper locos, I have to make several service brake applications, as well as put my train into full dynamics at throttle power 6 keeping the train below 35mph at all times, and when it slows to 15mph I lower the dynamics throttle position to near zero. Making several repetitive srvice brake applications all along the way.
The loco indendant brake is usually only used when there is no consist trailing along behind the locos, as appyling the loco independent brake will cause a jacknife pile up of un-braked railcars, behind a braked locomotive
Last edited:
jjanmarine3
Active member
In real life the engineers or drivers have to know the routes , locos, rolling stock, commoditites , train weights etc and they are tested regularly to comply. All trains have to be marshalled according to specific rules stipulated by the RR's involved.
A train has many vehicles and all those vehicles have different positions on the track, some on a up , some on a down, some in curve some on a straight and all this adds to different and great stresses and strains throughout the train and whether the brakes are air or vacuum operated , some have weaker brake systems and some stronger and different brake blocks are used as well. Al these factors have to be considered by engineers while driving. Some people do not realise that a train is not like a car that stops on a tickey, trains can take a mile or more to stop hence all the accidents too.
The methods used to brake trains are the independant brake ( locomotive only ) train brake (including locomotive/s and the whole train ) dynamic brake ( diesel locos) and re-gen ( electric units ) where part the energy used to 'brake' the motors is fed back into the overhead lines. Not all diesel and electric locos available in the trainz game have re-gen or dynamic brake features built in and the downloads normally mention it I think . Steam hauled trains can also be slowed down by using the reversor to put the motion in opposite to what you are travelling and opening the regulator thereby using the steam energy to work against the trains motion.This has to be done carefully otherwise the wheels will lock ( wheelslide ) or the couplers could break.
On diesel and electric hauled trains excessive use of the three methods to brake can cause wheelslide ( locked wheels ) and all efficiency is lost and the wheels become skidded.
So to use train brakes even in the game takes practice .
In real life the diesels and electric units do not get put into the opposite gear while travelling because this will flash the motors and damage them, the prcedure is not the same as dynamic braking where the motors are recoupled to work as generators and the momentum of the armatures is slowed down electrically ( that is another story ) but it can be done carefully in the game to slow the train down too ( not recommended - considered only for sissies same as DCC mode
)
cheers
A train has many vehicles and all those vehicles have different positions on the track, some on a up , some on a down, some in curve some on a straight and all this adds to different and great stresses and strains throughout the train and whether the brakes are air or vacuum operated , some have weaker brake systems and some stronger and different brake blocks are used as well. Al these factors have to be considered by engineers while driving. Some people do not realise that a train is not like a car that stops on a tickey, trains can take a mile or more to stop hence all the accidents too.
The methods used to brake trains are the independant brake ( locomotive only ) train brake (including locomotive/s and the whole train ) dynamic brake ( diesel locos) and re-gen ( electric units ) where part the energy used to 'brake' the motors is fed back into the overhead lines. Not all diesel and electric locos available in the trainz game have re-gen or dynamic brake features built in and the downloads normally mention it I think . Steam hauled trains can also be slowed down by using the reversor to put the motion in opposite to what you are travelling and opening the regulator thereby using the steam energy to work against the trains motion.This has to be done carefully otherwise the wheels will lock ( wheelslide ) or the couplers could break.
On diesel and electric hauled trains excessive use of the three methods to brake can cause wheelslide ( locked wheels ) and all efficiency is lost and the wheels become skidded.
So to use train brakes even in the game takes practice .
In real life the diesels and electric units do not get put into the opposite gear while travelling because this will flash the motors and damage them, the prcedure is not the same as dynamic braking where the motors are recoupled to work as generators and the momentum of the armatures is slowed down electrically ( that is another story ) but it can be done carefully in the game to slow the train down too ( not recommended - considered only for sissies same as DCC mode
)cheers
trainman7616
Western Maryland Addict
My way of stopping at speeds. Put in reverse, full throttle, emergency and independent
cascaderailroad
New member
I wonder if that would cause a jacknife derailment on a real train :hehe:
Trainz also doesn't model Dynamic-Braking and Airbraking too well, the Locomotive Airbrakes are Interlocked in Real Life so when your in Dynamic Brake only the rollingstock applies airbrake, the loco only gets air when the Dynamic Brake is disengaged, when you reengage the dynamic brake loco brake cylinder goes to 0.
While there are exceptions, when I asked an engineer, he said the rules were
in that order. The dominant consideration here is maintenance. Dynamics don't wear out brake linings, and the independent limits the wear to the locomotive(s).
FWIW there was considerable grousing about the stupidity, as he was more then once written up for not starting with dynamics when moving within yard limits at yard speed.
- Dynamic
- Independant
- Automatic (Train)
in that order. The dominant consideration here is maintenance. Dynamics don't wear out brake linings, and the independent limits the wear to the locomotive(s).
FWIW there was considerable grousing about the stupidity, as he was more then once written up for not starting with dynamics when moving within yard limits at yard speed.
This is what one of my books says
Cheers.
Code:
Dynamic Brake
Electrical connectons are made to convert the motors into generators.
Power required to rotate the "generators" retarts the locomotive.
"Generator" output is dissipated in resisters or grids located in the center body
of the locomotive and cooled by two motor driven fans. Some of the power generated
by the motors during dynamic braking drives the cooling fan motors.
Dynamic Brake Motor Fields: Parallel 1-2-3-4-5-6
The dynamic brake, although similar in effect to an independent air brake
application, is fully electrical and does not produce friction between
brake shoes and tires, thus avoiding heat and wear on these parts.
The load indicating meter shows the current generated by the motors
and may be compared in effect with a "brake cylinder pressure gauge".
DYNAMIC BRAKE OPERATION
To Use the Dynamic Brake:
1. Reverser-must be positioned in the direction of locomotive movement.
2. Throttle-must be in IDLE.
3. Move the selector lever from RUN to OFF and through to B.
4. When the load indicating meter shows a current
flow has been created, advance the selector lever
in the brake regulation band to obtain the braking
effort required.
5. To release the dynamic brake, return the selector lever
to the commencement of the brake regulation band,
and when the load indicating meter falls to a steady
reading move the selector lever to B and through to OFF.
Dynamic Brake Characteristics:
During dynamic braking, the interlock prevents
application of the airbrakes on the locomotive when
the automatic brake is used to further reduce train speed.
In the event of emergency brake application, the
dynamic brake is automatically released and the air brake
applied when the brake pipe pressure is reduced below
45 lbs./sq. inch.
The dyanmic brake is most effective between speeds
of 15mph and 25mph.
The load indicating meter should not read above 700 amperes.
Dynamic Brake Warning Light:
The flashing of the brake warning
light indicates an over-load
in the braking system.
To rectify - reduce braking
slightly until the light disappears.
The brake warning light must not
remain on for more than 5 seconds.
The wheelslip light may also show during dynamic
braking if slippery rail conditions are encounted.
Speeds on grades must not be allowed to creep up by
careless handling of the dynamic brake.Cheers.