Remote Control DPU units
#31
Posted 21 February 2016 - 02:33 PM
#32
Posted 21 February 2016 - 03:28 PM
Quoted from manual: NOTE: All Locomotives are Idled when Reverser Handle is on CENTER.
The other part is if braking information will be added to the DPU information. Andy mentioned DPU locomotives adding braking power, but I am not sure how the current set up works in this area.
Edward K.
#33
Posted 21 February 2016 - 03:37 PM
edwardk, on 21 February 2016 - 03:28 PM, said:
Hmmm, this is indeed missing from the logic. Makes sense. Reverser setting is copied to async group, so the locomotives will not develop any force, but indeed there is no point in keeping the engines spinning.
#34
Posted 21 February 2016 - 05:02 PM
Edward K.
#35
Posted 21 February 2016 - 11:55 PM
#36
Posted 22 February 2016 - 08:20 AM
#37
Posted 22 February 2016 - 06:30 PM
Just in case you do not know, as of V3447, the diesel code was refactored. Your existing code for the HUD is not working well with the new structure.
Edward K.
#38
Posted 22 February 2016 - 08:05 PM
The thing to remember here is that the main reason for distributing power using DP (or manned helpers) to reduce drawbar stresses and to reduce the chance of a train "string-lining" on a curve. I know engineers who run on mountain grades with big, heavy trains. Running DP for them is an art because one has to understand the physics of what is going on in the train behind them. In the old manned helper days (and where I work we still use manned helpers), the engineers learn to run a lot by "feel." The swing and rear helper engineers can feel the train bunching or stretching and can deftly adjust their throttle setting to minimize that. A DP engineer can only do that by seeing the readouts of what his locos are doing (pulling, etc.) and by knowing his track profile and how to adjust his DP locomotives to adapt to it. One of the big problems with DP in the real world is if the DP locos lose radio communication with the lead loco set, they simply drop to idle. That can cause all kinds of mischief from stalled trains on grade to pulled drawbars to string lining and a derailment. Losing communication with DP's can especially be an issue in tunnels.
I believe that, just as is the case with an EOT (FRED), the engineer can dump the air on DP's to get a faster application of brakes for the whole train. As others noted, the DP locos (as is the case with loco's MU'ed together) contribute their air to charge the train line, as well. I would think that the CFM output of all the compressors that are running in the consist should be additive to charging the train line.
#39
Posted 23 February 2016 - 08:28 AM
edwardk, on 22 February 2016 - 06:30 PM, said:
Thanks, I rebased the branch to the new codebase. It will happen from time to time until this branch will be merged to trunk, which will not happen before 1.1 is out, since we are in a feature freeze period now.
#40
Posted 23 February 2016 - 08:59 AM
gpz, on 23 February 2016 - 08:28 AM, said:
I'd like to see code that will add to 2D and 3D cabviews gauges for EOT devices and DPUs (the EOT brake pressure is already given in the F5 view). Would it be possible to support true multifunction display screens?