[Weter]

@ Darwin.
Despite I think, it's a bit off top, I'm still dreaming about "while pressed" 1-st position of IB valve, for bail-off locomotive brakes (or coupled to MU locomotives)
Now I have to press separate / button, and no cab control animation.

@Dave.
If I understand your question right, you asking, how to tell MU (where two or more engines controls are synchronized, MR's and EB's are connected with hoses) from DPU, where separate locomotives, included to the middle and/or to the rear of the train are controlled independent by their own drivers, following orders of lead locomotive driver. (steam engines act this way always) air and usually electric systems in such case are not connected with each other. Brake pipe may be connected, not connected, or pipe of first part of train can be connected to ER of second part of train, so, first will control second, but the BP won't be common for whole train.

OTOH, in case of EMU/DMU commuter constant formation trains, all motorized units will be controlled synchronous with leading unit, even being not coupled directly to leading unit (but through trailing cars). Furthermore, some of that trainsets are controlled from trailers with cab, while motor cars have no cabs atall.

If so, I can tell, that such trainset's functioning seemed right till last spring under ORTS; don't know, how is it now.
If telling about real life trainset, MRs and compressors are mounted under trailer's floor, as motor car's under wagon space are completely occupied by power equipment for traction controlling.
Example configuration:
CT-M-T-M-T-M-M(flipped)-CT(flipped) for 8-car trainset
where CT=trailer with control cab; M=motorized bogeys car; T=trailing car.
Nowadays, motorized cars with cabs are introduced (they began counting money and passengers), for making possible 2 and 3 cars formations.
CT-MC and CT-M-MC to give space for tractive equipment, they have a machine room at their salons.
As well, electric schemes were modified for including an extra trailers, when 5/7/9/11 cars are needed.

[darwins]

I am hoping that "while pressed" brake tokens can be made one day. The developers did try to make these work, but found that it was difficult or impossible to get them to work both with keyboard and with mouse.

[pschlik]

darwins, on 04 December 2021 - 03:58 AM, said:

With regard to the mixture of twin and single pipe - please could you test again now. Hopefully the problem of gradual release has been solved with last year's work on brakes by cesarbl and steamer_ctn. In order to work properly you must have an appropriate brake controller in your loco eng file. For a modern US diesel the controller is likely to be the Westinghouse 26L . For a freight train the engine should have the brake controller in "freight" mode:

Brake_Train ( 0 1 0.1 0.1

 NumNotches ( 5

 Notch ( 0.0  0 TrainBrakesControllerReleaseStart ) Comment ( RELEASE / RUNNING )

 Notch ( 0.1  1 TrainBrakesControllerGraduatedSelfLapHoldLimitedStart ) Comment ( MINIMUM REDUCTION >>> FULL SERVICE )

 Notch ( 0.8  0 TrainBrakesControllerSuppressionStart ) Comment ( SUPPRESSION )

 Notch ( 0.9  0 TrainBrakesControllerNeutralHandleOffStart ) Comment ( NEUTRAL HANDLE OFF )

 Notch ( 1.0  0 TrainBrakesControllerEmergencyStart )Comment ( EMERGENCY ) ) )

This should not give graduated release either with single pipe or if used in twin pipe to work in multiple with other locos. I have attached a document with some suggestions other brake controllers. With regard to bail off, coming from this side of the Atlantic I get annoyed for the other reason. Bail off works when it should not. Anyway, bail off is a function of independent locomotive brakes and at the moment there remains much work to be done to get them working properly in Open Rails. In reality independent brakes are almost always different to the train brakes. Train brakes are generally automatic air brakes or automatic vacuum brakes, whereas locomotive brakes are generally straight air brakes (or steam brakes). So not sure if there will be any improvement in the bail off yet. A question here is there a "bail off button" in loco cabs in USA? (As opposed to there being a RELEASE position on the loco brake controller that will release loco brakes without releasing train brakes.)

Unfortunately, the changes here have absolutely no effect on the way the brakes work in this case. Setting the brake type to twin-pipe, even when the train is set to use triple valves (rather than graduated release triple valves), results in graduated release behavior rather than direct release. It doesn't matter how the brake controller is set up, that only changes the behavior of the equalizing reservoir. The brake cylinder behavior ends up working like a European train (brakes don't fully release until brake pipe is all the way restored).

This is definitely part of a different, larger problem in the way the brake system is set up. Somewhere the assumption was made that twin-pipe systems are always graduated release and single-pipe systems are always direct release...and sorry, that's completely wrong lol.

[darwins]

http://www.elvastower.com/forums/public/style_emoticons/default/sign_thank_you.gif Clearly more work needs to be done on air brakes. Graduated Release vs Direct Release should only depend on Triple Valve type and brake controller type, not on single pipe or twin pipe. I suspect that regular twin pipe brakes may have got confused with EP braking somewhere.

[Genma Saotome]

This is the consist file that describes the sequence of wagons and engines. There are 4 engines and 6 wagons which are actually bogies); Only the first contributes to pumping up the brake line. Could a new parameter (e.g., MUPassthru()) solve the problem by making it clear exactly how many units were bound together?

Train (

TrainCfg ( Milw_E30_ACDB_light

Name ( "MILW EF-5 #E30 AABA, Bandit, no cars" )
comment ( Cab-Cab-Bobtail-Cab )
Serial ( 1 )
MaxVelocity ( 24.58720 0.46428 )
NextWagonUID ( 15 )
Durability ( 1.00000 )
Wagon (

UiD ( 0 )
WagonData ( Milw_EF-5_E30A-a Milw_EF-5_E30 )

)
Engine (

UiD ( 1 )
EngineData ( Milw_EF-5_E30A Milw_EF-5_E30 )

)
Wagon (

UiD ( 2 )
WagonData ( Milw_EF-5_E30A-b Milw_EF-5_E30 )

)
Wagon (

UiD ( 4 )
WagonData ( Milw_EF-5_E30C-b Milw_EF-5_E30 )

)
Engine (

UiD ( 5 )
Flip ()
EngineData ( Milw_EF-5_E30C Milw_EF-5_E30 )

)
Wagon (

UiD ( 6 )
Flip ()
WagonData ( Milw_EF-5_E30C-a Milw_EF-5_E30 )

)
Engine (

UiD ( 7 )
EngineData ( Milw_EF-5_E30D Milw_EF-5_E30 )

)
Wagon (

UiD ( 8 )
WagonData ( Milw_EF-5_E30B-b Milw_EF-5_E30 )

)
Engine (

EngineData ( Milw_EF-5_E30B_PanDn Milw_EF-5_E30 )
UiD ( 9 )

)
Wagon (

UiD ( 10 )
WagonData ( Milw_EF-5_E30B-a Milw_EF-5_E30 )

)

)

)