games-pc train simulator 사용자 설명서
M I C R O S O F T T R A I N S I M U L A T O R E N G I N E E R ’ S H A N D B O O K
T R A I N B A S I C S
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TERMS TO KNOW
You’ll need to understand the following terms and concepts in order to operate the locomotive
of your choice.
of your choice.
Tractive effort: Tractive effort is a measure of how much pulling power a locomotive has—it is the
total power the locomotive can exert before the wheels start to slip or the locomotive “stalls” from
excessive resistance. The maximum tractive effort that a locomotive can exert is equal to the weight
on the driving wheels multiplied by the ability of the wheels to grip the rails (defined as the coefficient
of adhesion, usually around 20%).
total power the locomotive can exert before the wheels start to slip or the locomotive “stalls” from
excessive resistance. The maximum tractive effort that a locomotive can exert is equal to the weight
on the driving wheels multiplied by the ability of the wheels to grip the rails (defined as the coefficient
of adhesion, usually around 20%).
Because tractive effort is increased in proportion to total locomotive weight, locomotives are
intentionally made to be extremely heavy.
intentionally made to be extremely heavy.
Wheelslip: Wheelslip occurs when the amount of force applied to the wheels is greater than the
ability of the wheels to grip the rails. When wheelslip happens in modern locomotives, it is detected
and corrected automatically; in Train Simulator locomotives you can apply sand to the track manually
to increase friction.
ability of the wheels to grip the rails. When wheelslip happens in modern locomotives, it is detected
and corrected automatically; in Train Simulator locomotives you can apply sand to the track manually
to increase friction.
Couplers: Trains consist of individual cars strung together with couplers. In freight trains the couplers
have a certain amount of “play” in them, allowing two cars to come close together and move apart as
the train moves down the track. This helps the locomotive pull the train over varying terrain.
have a certain amount of “play” in them, allowing two cars to come close together and move apart as
the train moves down the track. This helps the locomotive pull the train over varying terrain.
In-train forces: The amount of play in the couplers is called “slack”—changes in the slack between
cars are called in-train forces. The engineer keeps these forces foremost in mind when accelerating,
decelerating, braking, cornering, and making changes in grade. In fact, you could say that the freight
engineer’s main job is to manage the slack in the train.
cars are called in-train forces. The engineer keeps these forces foremost in mind when accelerating,
decelerating, braking, cornering, and making changes in grade. In fact, you could say that the freight
engineer’s main job is to manage the slack in the train.
Run-in force, run-out force: The two main in-train forces are run-in force (also known as “buff
force”) and run-out force (also known as “draft force”).
force”) and run-out force (also known as “draft force”).
Run-in force is the impact force two cars make as they move together. Excessive run-in force
can damage the equipment as the cars impact each other, and even derail the train if the
impact is severe enough.
can damage the equipment as the cars impact each other, and even derail the train if the
impact is severe enough.
Run-out force is the pulling force as slack stretches out and the cars move farther apart to the
maximum tension between their couplers. Excessive run-out force can break a coupler or
drawbar (the metal arm connecting the coupler to the car).
maximum tension between their couplers. Excessive run-out force can break a coupler or
drawbar (the metal arm connecting the coupler to the car).
In some cases, a long train can actually be easier to run than a short train because the forces acting
on different parts of the train can cancel each other out. The rear of the train may still be going uphill
when the front of the train is going downhill, neutralizing the forces acting on the train.
on different parts of the train can cancel each other out. The rear of the train may still be going uphill
when the front of the train is going downhill, neutralizing the forces acting on the train.
Run-out
Run-in