copperpen, on 19 February 2014 - 05:13 AM, said:
Matej
Whilst the ORTS code mimics the MSTS behaviour, this is incorrect.
I thought that it was fixed, but the throttle disconnect only happens at very low throttle settings, where it should be at any train speed.
I have been doing a bit of research into the UK system used for first generation diesel mechanical railcars. Between the fluid coupling and the gearbox was a thing called a freewheel. This prevented the gearbox from driving the engine rpm. Therefore it was impossible for the train to drive the rpm as is happening with the current code. It was not possible to correct this in MSTS but with ORTS it is possible.
http://www.railcar.c...heel/index.html
Matej,
I have copied some reply's from the developers form of a thread that you started in July 2011. While these particular replies focused on electrical locomotives and transmission to traction motors. The same issues also apply to mechanical transmission.
Of particular note is Walt's quote " Certainly, none of the MSTS developers forsaw that operation. " The same is true of ORTS developers knowing of every locomotive ever built particular special features, that can be satisfied by a generic controller.
While Walt speaks of a plug-in, perhaps continued development of (TCS) scripting, would better service the diverse interests.
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Matej's original post
Posted 12 July 2011 - 06:15 AM
You may say that one throttle controller is enough. If we want to make OR as universal as possible, we should prepare additional functionality to cover many handling types of locomotives. Thus, there should be another controller for optional control (such as DC traction motor shunting controller for electric locomotives, diesel-mechanical locomotive gear switch, etc.). We can imagine a simplified implementation of multi-supply electric locomotives, dual power or hybrid locomotives, and so on. On some older locos you need to handle compressors, fan, wagon heating, etc. with possible failure when operating wrong way. All this stuff can be used for some kind of driver's evaluation in future.
I propose to create:
- Shift+D and Shift+A to handle additional power controller for electric locomotives (such as shunt-resistor switch controller)
- E and Shift+E to handle gear switch up and down (the same key as in MSTS)
- T and Shift+T to handle wagon heating switch
- O and Shift+O to handle main switch (electric) or to start and stop the engine (diesel)
- Z/Y to handle some auxiliaries (i.e. compressor: off-automatic-manual)
This is just a start of a discussion. Not all of the list should be implemented. It is only some kind of vision to the future and may be extended if you know about some other features.
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A reply by Developer WaltN
Posted 13 July 2011 - 04:39 AM
I think there should be some kind of plug-in interface available to handle driver controls. This side-steps the whole issue of whether an Open Rails developer can possibly forsee the set of all possible driver controls.
For example, when I built The
Switch Back Route, I faced the problem of how to mimic the remote actions of a stationary steam engine operator. (With a car at the bottom of an inclined plane, the driver signaled an employee, who pulled a wire that ran to the enginehouse at the top of the plane. There, the wire rang a bell, signaling the engineman to engage the transmission.) What I did was use the standard throttle and transmission controls, which ruined the effect of the prototype's remote operation. Certainly, none of the MSTS developers forsaw that operation.
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A reply from Developer Turbo Bill
Posted 29 November 2011 - 04:31 PM
I know I'm stirring up old posts here and there. But I feel we need to consider some other features in regards to gearing etc. Older diesels including up to mid-release of EMD GP/SD-9 actually did not have automatic traction motor phase-change control. The locomotive engineer actually had to manually manipulate between the four phases with a lever that had four quadrants. Just like shifting a car manually w/4 speed transmission. The difference of course being a car had 4 dfferent gear-sets and a road locomotive had 4 different phases that the traction motor used in the way the power was applied to that motor. Even after this action was automated when the system transitioned to that last phase at around 40mph, the prime mover would suddenly really come under load and spew black smoke as the main generator tried to provide the current the traction motors were demanding. As newer models came out these phase transitions became so smooth you didn't see any smoke change or feel any momentum shift.
Mow in regards to all switch engines, they still had a two quadrant electric switch that essentially was a switching mode and road unit mode. In switching mode the automatic phase thingie (sorry, I don't remember what is was called) did not transition out of the first phase so the switcher had maximum torque to move cars around a switch yard. Flip the switch and the unit performed the 4 phase changes automatically like a road unit.
Now I should mention that in multi-unit lash-ups the lead engine manual controls would control all locomotives in the consist that did not have automatic phase shifters. If the lead unit was automatic it would tell all manual phase shift trailing locomotives to make the transition as it did. Now in the case of switchers you had to manually set each switch engine in the consist to either switching mode or road mode.
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