Class 385 has 0-100% variable braking, not 3-step although on the hmi screen it shows the equivalent 3 step positions on the brake/power section of the displayI believe they are 3-step rather than variable.
Class 385 has 0-100% variable braking, not 3-step although on the hmi screen it shows the equivalent 3 step positions on the brake/power section of the displayI believe they are 3-step rather than variable.
Ah, I will freely admit its the hmi screen I've seen a photo of, I couldn't find a clear shot of the TBC that I could see the writing on.Class 385 has 0-100% variable braking, not 3-step although on the hmi screen it shows the equivalent 3 step positions on the brake/power section of the display
Class 385 has 0-100% variable braking, not 3-step although on the hmi screen it shows the equivalent 3 step positions on the brake/power section of the display
I find the brake on a 707 really good and smooth to stop. Surprised there’s such a difference.Many thanks for the reply.
Some of those "hard jolts" aren't actually the braking or even a 'hard brake' to stop. On our trains the rear unit will often bump into the front when coming to a stand. This is due to the uneven braking of each individual unit. Also, in DOO land, its often imperative to ensure an arcuate stop so that you are precisely on the stop mark and aligned to the DOO monitors. This also means that you may need a firmer brake to ensure a good stop.
In both those videos the unit looked pretty smooth under braking. I agree that constant brake/coast may be an issue but for more scientific purposes I'd like to know more. The Driver may be compensating for the track and prevailing driving conditions. Lots of things contribute to your braking technique.
One thing to also consider is the TOC driving policy. Most TOCs are moving away from aggressive driving and braking techniques. So what has happened (at my TOC) is that you tend to default to a lighter brake and "fan" the brake instead of smashing it into two and praying to Jebus you're gonna stop.
Overruns are complicated. Distraction would certainly be where you can rightfully say was 'unprofessional' but that then eliminates the braking technique. More often I would say that its the aggressive braking style that causes overruns. Drivers who love to hit a station hard, regardless of the conditions or that love a good late braking technique.
I'll also add the unit itself may be the cause. With 700s most of us hated the way it always kicked at the last second. Trying to get a smooth stop is a matter of professional pride. 700s were/are a nightmare to stop smooth. Just as you stop the tread brake will kick in an the unit will come top an abrupt halt. Some units have various braking foibles that can affect how you brake. Other units I drive have a 'blended brake' and will switch from regen brake to friction at a set speed. More often than not the blending is off and the friction kicks in and causes a jolt. One of our units is infamous for just dropping out entirely and the unit will lurch forward. To combat the lurch you add more brake to compensate. Or you are in step two when the unit drops the regen and you get a sudden brake two application.
All in all, braking a train is more complicated than we think.
Hope that helps.
I find the brake on a 707 really good and smooth to stop. Surprised there’s such a difference.
Ah, I will freely admit its the hmi screen I've seen a photo of, I couldn't find a clear shot of the TBC that I could see the writing on.
Are 380s the same, because again I've only seen the "3-step" markings on the hmi?