060-EA (Locomotive with engine room) v1.1 for Train Simulator

060-EA (Locomotive with engine room) v1.1 for Train Simulator 10

DIESSEL | 9-03-2022, 15:54 | 14 398

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060-EA (Locomotive with engine room) v1.1 for Train Simulator

Category - Locomotives Train Simulator

Version game - TS 2020, TS 2021, TS 2022

Credits: - RailStudio

Report Material

Mod 060-EA (Locomotive with engine room) v1.1 for Train Simulator game.

Features Mod:

Provider: RailStudio
Product: RailVehicles
Category: Locomotives
Technical data
Axis formula: Co’Co ’
Maximum power: 5100 kW (6839HP)
Top speed: 120km / h for class 40, 160km / h for class 41, 200km / h for class 42
Features for Train Simulator
Model faithful to reality made with phototexts;
Recorded real sounds;
Advanced functions: Machine Room, KD2 Lock, INDUSI, DSV, IPCS and ECL Display, individual wipers, doors, parasols and animated windows, fine train plate, etc.

Locomotive running, bogies • Traction motors • Engine ventilation • Air compressor • Auxiliary air compressors • Lifting / loweringSlope • Connection / DisconnectionBasut breaker • Handbrake • Clamping / Declamping of contactors • Specific heating Train (Fr) DSVV / INDUSI (i60) Ringtone • All interior buttons / switches • Doors / Windows • Radio communication station • Horns
Script1 • The locomotive is compatible with RailDriver • Specific AI behavior • Functional with the engine room and individual cabs • The actual starting sequence • The locomotive responds to the Neutral Zone of the electrical network. Ventilation and Compressor (or circuit breaker) must be switched off when the corresponding signal is encountered. • Real and functional display (IPCS and ECL) • Real behavior at all analog clocks • Real and dynamic safety system (DSV (SIFA) / INDUSI i60). Behavior for each train rank (M / P / R) (Freight / People / Fast)
Script2 • Pantograph sparks depending on speed and weather conditions • High amperage motor overtemperature • Real air auxiliary compressors • Real air compressor behavior • Real air tank behavior (air losses) • Real KD2 train brake behavior ( locking / unlocking, actual air pressure values, actual valve positions) • Real and complete interior lights (instruments, booklet holder, cab, engine room) • Separate headlight control for each cab • Individual wipers and speed control • 3D locomotive driver with automatic shift • Fine train with automatic shift

KEYBOARD INPUT MAPPER • OUTDOOR VALVE -E • PANTOGRAPH LIFT / SWITCH CONNECTOR -P • SWITCH DISCONNECTOR / PANTOGRAPH DOWN -O • INVERTER POST 1 -Q INTRODUCTION INVERTER POST 2 -Z • GOARS MICA -ENT B • N-CONTROL CURRENT • CONTROLLER ADVANCE -A • CONTROLLER DECREASE -D • INVERTER ADVANCE -W • INVERTER DROP -S • LOCOMOTIVE BRAKE INCREASE - [• LOCOMOTIVE BRAKE INCREASE -] • TRAIN BRAKE INCREASE - '• TRAIN BRAKE INCREASE -; • MAIN COMPRESSOR (SHIFT) -C • VENTILATION (SHIFT) -V • SAND-X • HEADLIGHTS (SHIFT / CTRL) -H • CENTRAL HEADLIGHT (SHIFT) -F • WIPER (SHIFT) -U
KEYBOARD INPUT MAPPER • INSULATION KEY KD2 (SHIFT) -K • WEAR BRAKE WEAKENING -R • IVMS LIGHTING (SHIFT) - / • INSTRUMENT LIGHTING (SHIFT) -I • CABIN LIGHTING (SHIFT) -L • ROOM LIGHTING-J • ACTIVATION INDUCED -HOME • DSV ACTIVATION -PAGEUP • DSV PEDAL - NUMPAD ENTER • IVMS + -NUMPAD “+” • IVMS - NUMPAD “-“ • IVMS RANG -Y • PANTOGRAPH (SHIFT) -M • ATTENTION-PAGE DOWN • INDUCED REARMING-END • INDUCED ORDINARY OVERCOMING • TRAIN LENGTH / TONNES -SHIFT + 5
HOW TO START LOCOMOTIVACopyright RailStudio Romania 20211) Press the «E» key to open the outer valve2) Insert the inverter lever into the desired station either by clicking or by pressing the «Q» key for station 1, or the «Z» key for station 23) We move with the camera in the engine room using the left arrow on the keyboard4) We connect the battery by pressing the «B» key or by clicking on its switch5) We connect the control current by the «N» key or by clicking on its switch6) We start the auxiliary compressor (switch to the right 7) We open the valve of the pantograph 1 (the «M» key) or the valve of the pantograph 2 (the combination «Shift + M») or both at will8) We move into the cab of the active station and move the inverter lever forward9) KD2 with the «K» key for station 1 or «Shift + K» for station 2. Then turn it completely 90 ° clockwise.10) When the pressure in the auxiliary tank reaches 3 bar, a message will be displayed in the corner from the top right of the screen, telling us we could pick up the pantograph. This can be done either from the cab by pressing the "Pantograph lift / circuit breaker connection" button or by pressing the "P" key. 11) When the pressure in the auxiliary tank reaches 7.5 bar, a message will be displayed in the upper right corner of the screen. telling us we can connect the circuit breaker. This can be done either from the cab, from the same button as lifting the pantograph, or by pressing the «P» key again 12) When the pressure in the auxiliary tank reaches 8 bar, and therefore the maximum pressure level that the auxiliary compressor can ensure, it is time to turn off the main compressor by pressing the «C» key or by clicking on its switch13) Now we have to wait for the pressure in the main tank to reach 8 bar in order to stop the auxiliary compressor. When the pressure reaches 8 bar (a message will be displayed in the upper right), the auxiliary compressor in the engine room must be switched off by operating its switch14) The compressor will continue to operate until the pressure in the main tank reaches 10 bar.15) or through its switch.16) When the ventilation has been fully switched on, the "Locomotive ready" lamp will illuminate. The locomotive can be started.

DSV, INDUSI, VS DEFECTIVE SYSTEM (Safety and Vigilance Device) • The locomotive has a functional DSV that can be activated or deactivated (isolated) <PAGE UP> safety If the driver is unable to drive the locomotive. • If DSV is active, you must press the NUMPAD ENTER key every 30 seconds. • If you forget to reset the DSV, the DSV audible alarm will remind you. • If you do not press the SPACE key within 10 seconds. when you hear the audible alarm, the emergency brake will be applied automatically. Indusi i60R • The locomotive has a functional Indusi i60R system, used in Romania to control train speed according to rank and signal indications • Use the <HOME> key to activate or deactivate Indusi • Braking mode (Train rank) can be changed key <R> • The Indusinu system can only be activated or deactivated if the train is stopped • Use the following keys for Induced commands: o <DEL> = Ordered Overtaking (2000hz Influence) o <END> = Reset (After braking caused by Indus) o <PAGE DOWN> = Caution (1000hz Influence) • The help system will help you if you have no experience with INDUSI. A box with an explanatory message will be displayed in the upper right corner of the screen, if action is required on your part . • Train ranks: Fast (Special, International, Express passenger), People (Stopping passenger), Freight (Empty Stock, Light Engine) Faulty systems • The locomotive has an overheating system, if you use the locomotive at High Amps, you can overheat and an explanatory message will tell you what to do

Historical Information

HISTORICAL INFORMATION • Following the plans of the Communist Party, the Romanian railway network was to reduce its steam locomotives in operation to less than 25% of the total number of locomotives. • As Romania did not develop an electric locomotive to meet these ambitions, foreign partnerships were sought to design and build a model home for the Romanian Railways. Although Romania has previously signed partnerships with Sulzer for the development of its diesel-electric locomotives, a partnership with Sweden has been signed with Sweden's Allmänna Svenska Elektriska (ASEA) for the electric locomotive. were numbered from 060-EA-001 to 060-EA-009, and another unit, 060-EB-001, equipped with experimental electrical equipment (regenerative braking and thyristor) was delivered, although it proved to be defective and expensive to maintain, and rarely used until 1991, when it was rebuilt into a regular class 40 unit. The 10 units were practically an SJ Rb, but with many modifications (longer wheelbase, 6 axles), which were made until 1966. From all 10 units delivered, only a few have survived so far, 060-EA-001 being destroyed in an Augustine accident in 1990, while some of them have been renumbered / renovated. At the time of their introduction, they were the second most powerful class of electric locomotives in Europe, surpassed only in this performance by DB Class 103 in West Germany. identified by the name EA. These are all 6,600 kW 6-axle motors, produced in over 1000 units between 1967 and 1991. Electroputere (EP) manufactured both the mechanics and the electronics of the engines after the mechanics for the engines ceased to be manufactured. In Resita, EP took care of the entire manufacture for these engines and had an annual production of 150 locomotives per year. The difference between EA class and EA1 class (classes 40 and 41 in the new classification) is that class EA is designed for regular passenger and freight trains, being limited to 120 km / h, while class EA1 is designed for high-speed trains. • The design proved to be very successful and, following a 1970 agreement, Yugoslav Railways decided to buy a series of locomotives that became the JŽ 461 series from Electroputere, after CFR agreed to buy locomotives manufactured by Rade Koncar. A number has been upgraded to 461.2 (Serbia) and 462 (Northern Macedonia). Subsequent exports were made in 1986 and 1987, when the Bulgarian State Railways brought another number of units, which were also upgraded to 46.2 series (the original series number being 40). The modernization of these locomotives is done by Rade Končar Zagreb, REMARUL February 16 Cluj and RELOC Craiova.Text taken from Wikipedia
TECHNICAL INFORMATION • The locomotive is known for its simplicity of operation - in the cab, the original versions have a dashboard with panel for manometers and switches, a controller for acceleration and rheostatic braking and brake valves, along with a horn handle, which has high tones and low and Hasler Bern speedometers (mostly replaced by Softronic IVMS speedometers). Recent versions later changed the fact that with ICOL cabs with an accelerator / rheostatic brake sleeve, the dashboard is taller and has an on-board computer and 2 buttons that eliminate the horn's ability to use high / low tones. Some upgrades (such as PROMAT, but in smaller numbers) maintain the "wheel", but have a renovated dashboard, somewhat similar to CFR Class 46. • Inside the engine room, electricity enters the oil-cooled transformer, where it is converted of the 25 kVc.a. at 1.5 kV, passing through silicon diode rectifiers where it is converted to direct current for ASEA LJE 108 traction motors. There are also 3 groups of ventilators which are activated after 5 seconds each; the locomotive can start without the fans running, but only for operation. Failure to use the ventilation at higher traction currents will result in damage to the traction motors. Traction motors weigh 3.7 tons and, all working properly, produce up to 5,400 kW of hourly power and 5,100 kW of continuous power. The first models p

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