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BVE 1st Generation DMU Drivers Guide |
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This is a short guide featuring some of the main points and features involving how to drive the 1st generation DMUs available from BVETMD. It is advised that you read these notes fully in order to get the best from these new add-ons. These early DMUs were introduced from the mid 1950s onwards and featured a 4 speed mechanical transmission, ( although there were also several hydraulic transmission types also ) driven from under-floor mounted diesel engines ( normally two per powered vehicle ) via a fluid coupling and freewheel arrangement. Within the current constraints of BVE we cannot unfortunately simulate this transmission method 100% prototypically, although we can produce a very workable compromise. This is why this guide has been produced, to enable the user to understand the basics of driving a 1st generation unit within the simulator. Firstly, lets have a look at the cab layout,
2=lighting switches 3=throttle control 4=tachometer 5=horn control 6=speedometer 7=AWS reset 8=gear selector 9=AWS sunflower 10=vacuum brake gauge 11=main reservoir gauge 12=vacuum brake (handle removed) 13=reverser handle location (handle removed) |
| As you can see, the controls are very much self explanatory. |
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Driving The Train First of all, enable the cab by selecting a direction ( key F or V ), this will activate the AWS and/or TPWS respectively, cancel the warning in the usual way ( insert key ). Set the train lights ( keys 45789 as equipped ). If you wish, you may release the vacuum brake from the emergency application ( press key , 3 times to release ) then make a holding brake application ( press key . 2 times to the apply position then hold the brake at around 15 inches hg by pressing key , once to put the brake into the 'lap' position ). Vacuum is measured in inches of mercury, hg is the chemical symbol for mercury. Use the lap position to hold the brake setting steady at any set value. On receipt of the guards 'ready to start' signal, select 1st gear ( page up key ), fully release the vacuum brake ( , key ) open the throttle ( Z key ) to the desired setting, the train should start to move. You will notice the needle on the tachometer will now be rising coinciding with the engine revs. The tachometer has a shaded yellow sector which is there to advise the nominal change up and change down gear speeds.
For best results, as the engine revs approach the end of the change up sector, you will hear the engine sound start to fade out. At this point throttle back ( key A ) and select the next gear ( page up key ), increase throttle again and accelerate through the next gear, repeating the procedure through each gear or until the desired speed is reached. You cannot change gear while the throttle is open at anytime, you must close the throttle first. If you reach a steep hill, there may be times when you need to change down the gears to keep the train moving. Likewise, following a brake application, you will need to select the necessary gear for the speed that you are currently at. When coasting, even at low speeds, ensure 4th gear is selected, once you come to a stand select neutral. As the sounds within BVE are driven by the speed of the train, there may be times where sounds will loop out of synchronicity with the gear selection, although this can be kept to a minimum by changing gear quickly, ( not prototypical ) to ensure the continued acceleration of the train, which in turn allows the sound mapping to play sounds ( hopefully ) in a prototypical manner. You will notice that the freewheel function is not simulated when you close the throttle. In the real world the tachometer needle should return to the idle position when the throttle is closed, again this is down to the present limits of BVE unfortunately.
The release pipe needle has no real function as far as BVE is concerned, this will cycle between approx 27 -21 inches hg depending on brake application. The main reservoir gauge shows the amount of air in the main res tanks. Air is required for various control systems on board the train and the needle will cycle back and forth anywhere between 90 and 70 psi, dependant on how the unloader valves are set on each car. These discharge excess air from the system and can be heard hissing now and then on the BVE versions. TPWS Activations One version of the class 101 unit is fitted with TPWS. Half a dozen or so examples were fitted to extend their working life to the end of 2003. Please note that the TPWS controls differ on this unit compared with other BVE traction so fitted. To reset a TPWS activation press the spacebar, to activate the trainstop override press key 0 ( keypad zero ). This guide is only intended to assist users in driving these units within BVE, more information can be found in the readme file in each train, and the full list of controls can be found in the right hand sidebar on each train as normal.
BVETMD.org.uk 2010 |
1=engine
and air&axle status lights.
Approximate gear change
speeds are: 1st 15-20mph, 2nd gear 20-27mph, 3rd gear 27-40mph, 4th gear over 40mph
So
now you have got the train on the move, you now need to stop it in a
correct manner. The picture on the left shows the brake and main reservoir
gauges. The vacuum brake pipe needle shows the level of vacuum in the
brake pipe along the train, 0 being an emergency application, the brake
being released around 21 inches hg. A typical running brake application
will be around 15 inches, dropping to perhaps 10 inches, any more than 10
will indicate a rough stop and is not recommended for passenger comfort.
You will find that the vacuum brake is very effective and responds well,
unlike the vacuum brake on loco hauled trains which can take a long time
to propagate along the length of the train pipe.