[Csantucci]

Nice that you appreciate it.
The two problems you notice in reality seem to be only one problem. But I have a question to you.
Suppose there are three loco groups (front, middle, rear).
At startup there is no fence. Set the throttle to N2. The three loco groups should pass to N2.
Move the fence one step to the left. Now the rear group is in async mode.
Pass to N4 in front and middle group. The rear must remain at N2.
Now move the fence one step further to the left. Now the middle group is in async mode too.
So at this moment the middle group should keep N4, and the rear group remains at N2?
And what should occur if I press Ctrl+U? Should the middle group pass to N5 and the rear group to N3?

[akioyamamura]

Keep in mind that with the async mode controls everything to the right of the fence. When you back the middle group to async mode, the "async mode" imposes the notch that you already have to the right of the fence, so in this case N2. If you press CTRL+U the remote group go to N3.

[Csantucci]

So if you have only two groups (e.g. head and rear), at the moment of fencing the async group maintains the notch of the train head, while if there are more than two groups and at a certain moment there are some async groups, if you fence to the left adding a group to the async group, that group keeps the notch of the rest of the async group, and does not maintain the notch of the train head. Is it so?
I have also another question: there are locomotives that in the .eng file have a continuous dynamic brake controller, e.g.

            Brake_Dynamic ( 0 1 0.025 0 
                NumNotches ( 2
                    Notch ( 0      0 Dummy )
                    Notch ( 0.025  1 Dummy )
                 )
            )

In this case now you see a percentage in the HUD table, and not a notch when using the dynamic brake. Is that correct? And what occurs if I press "more" in such a case. By what percentage does a single key press increment the dynamic brake percentage?

[akioyamamura]

"So if you have only two groups (e.g. head and rear), at the moment of fencing the async group maintains the notch of the train head, while if there are more than two groups and at a certain moment there are some async groups, if you fence to the left adding a group to the async group, that group keeps the notch of the rest of the async group, and does not maintain the notch of the train head. Is it so?"

exactly, you're correct!

"In this case now you see a percentage in the HUD table, and not a notch when using the dynamic brake. Is that correct? And what occurs if I press "more" in such a case. By what percentage does a single key press increment the dynamic brake percentage?"

Yes, I set my locomotives to use dynamic brake in continuous mode, because it's how the handle works in real life. For exemple, from B1 to B2, I subdivide the interval in 4 steps. At DPU hud it's working in this way too, but in real life you don't have this accuracy to control the remote group. You can only set the notchs like a Throttle handle, so you have the OFF, SETUP and B1 to B8 notches (10 notches, like the MSTS native DASH9). A solution that I found is select some locomotives only to work with DPU, and then I set the dynamic brake controller with 10 notches. It's possible to implement a controller to manage the dynamic brake in DPU? In my opinion, it's the only way to operate the dynamic brake like the real life.

[Diter258r]

Nice

[Csantucci]

For the problems you reported here http://www.elvastowe...post__p__278020 try inserting the attached patched files into ORNYMG, and please report about the result.


For the continuous dynamic brake problem I have to study a bit. What occurs for the synced locomotives, if they - and the lead - have a continuous dynamic brake? Does their dynamic brake also behave continuously? And what is displayed in the Distributed Power page for such locomotives? The percentage, or always a notch from B1 to B8?

[ATW]

Very Nice!!

Now the thing left out is getting the DPU groups to enable or disable train line air where BP pressures get charged from both head, middle an/or rear. If disabled the DPU acts like a regular WAG where headend supplies the trainline air set/release as if train is conventional, but if enabled the head an DPU help together in set/release for faster BP charge. Some options to condition a DPU an groups in the F9 tab maybe?

Where I work there have been quite the number of incidents where some stranger closes an angle cock between the train then the train passes a BP test but not a Train Check test. Train Check in air tests is where both head an DPU tests the air travels an if they both feel the number of set an releases in BP then it's a pass but if one remains in the same BP un equalized in a minute then it failes.

[akioyamamura]

 Csantucci, on 14 November 2021 - 12:46 PM, said:

For the problems you reported here http://www.elvastowe...post__p__278020 try inserting the attached patched files into ORNYMG, and please report about the result.
Orts.Simulation.zip

For the continuous dynamic brake problem I have to study a bit. What occurs for the synced locomotives, if they - and the lead - have a continuous dynamic brake? Does their dynamic brake also behave continuously? And what is displayed in the Distributed Power page for such locomotives? The percentage, or always a notch from B1 to B8?

Ok, the "memorized" problem was solve.
The first problem still happens. Until I release the air brake and press CTRL+L the remote group don't up notch. Exactly like the video that I posted.
video 1

Talking about Dynamic Brake. At least in american locomotives (GE and EMD), as far as I know, even in the early generations, the dynamic brake handle always have the "continuous" effect.
What happens in the screen is that the Dynamic "notch" display changes when the handle achieve the number on the handle. You can see this on the videos below. It's something proportional to the curse of the handle.
video 2 after 1:20
video 3 after 1:57

What I do in my .eng files is set the CP_Handle Display, to behavior in the same way.

NumPositions ( 18 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 )
NumValues ( 18 0 0.0625 0.125 0.1875 0.25 0.3125 0.375 0.4375 0.5 0.505 0.52 0.59 0.65 0.725 0.827 0.87 0.92 1 )

So, the CP_handle frame only changes when the dynamic brake percentage reaches the "handle position". In the video below you can see this working at ORTS.
My link

In the DPU screen, the operator only see and can choose between SETUP, B1, B2, B3, B4, B5, B6, B7 and B8. There are no steps between the "notches", and is way more simplified.

In case you want understand what I did in the dynamic brake lever. Here's the Lever command:
Lever (
Type ( DYNAMIC_BRAKE LEVER )
comment( ALAVANCA DINAMICO )

Position ( 64 289 159 88 )
Graphic ( dynamicbrake.ACE )
Style ( NOT_SPRUNG )
MouseControl ( 1 )
NumFrames ( 33 2 5 )
NumPositions ( 34 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 )
NumValues ( 34 0 0.01 0.03 0.10 0.1028125 0.13375 0.1646875 0.195625 0.2265625 0.2575 0.2884375 0.319375 0.3503125 0.38125 0.4121875 0.443125 0.4740625 0.505 0.5359375 0.566875 0.5978125 0.62875 0.6596875 0.690625 0.7215625 0.7525 0.7834375 0.814375 0.845312499999999 0.876249999999999 0.907187499999999 0.938124999999999 0.969062499999999 0.999999999999999)
Orientation ( 0 )
DirIncrease ( 0 )
ScaleRange ( 0 1 )
)

[railguy]

 ATW, on 14 November 2021 - 02:28 PM, said:

Very Nice!!Now the thing left out is getting the DPU groups to enable or disable train line air where BP pressures get charged from both head, middle an/or rear. If disabled the DPU acts like a regular WAG where headend supplies the trainline air set/release as if train is conventional, but if enabled the head an DPU help together in set/release for faster BP charge. Some options to condition a DPU an groups in the F9 tab maybe?Where I work there have been quite the number of incidents where some stranger closes an angle cock between the train then the train passes a BP test but not a Train Check test. Train Check in air tests is where both head an DPU tests the air travels an if they both feel the number of set an releases in BP then it's a pass but if one remains in the same BP un equalized in a minute then it failes.

This brings up another issue that I've mentioned numerous times: With MU'ed locomotives in the "real world", all air compressors generally contribute to charging the train line. I don't believe that OR models this yet. The issue you mention about DPU units contributing/not contributing to charging the train line is valid, as well. Also, as I have mentioned before, currently OR only has the "inherited" TrainPipeLeakRate parameter, where, in fact, individual locomotive air tanks can leak in "real life." That should also modeled to achieve more realism. All of these things sort of inter-relate because they affect train line charging and air system behavior. Probably, on a broader front, this begs the discussion of whether OR should have a "gaming" mode for simplified (and less prototypical) options and behavior, and a "simulator" mode that tries, as much as possible, to simulate prototypical operation.

[akioyamamura]

It's important complement that the remote group also helps propagate the brake aplication. A GE locotrol training brochure says that reduce the time to stop by 22% and the distance by 30%.