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Looking at your first two examples (and relying on Google translate)
The 394 controller -
I = Release = FullQuickReleaseII = Running = Release
III and IV - I am a little confused - because the system is fed or not by something being translated as "Surge Tank" ( уравнительном резервуаре ) and I am not sure if that is equivalent to the main reservoir.
It sounds as though both III and IV are variations of Lap or Hold possibly this is what the OR Running token is for and you use Running for III and Hold for IV - just a guess, not sure at all.
is connection the BP to MR directly, so the pressure in BP can raise quickly and approach to MR pressure ( overcharge)
So, instead of FullQuickRelease, this causes overcharge of BP to almost MR pressure or less - depending of time, the handle was holden here before returning to Running.
This is used for quick recharging of BP during train's departure, in downhill or after coupling to a long train or for guaranteed releasing all triple in train, as some of them could freese, stick or fail to release for other reasons.
II = Running, when the pressure in BP is maintained according to the reductor setting, adjusted by the driver; if overcharged, it will decrease by stabilizer, and then the feeding of BP compensates any leaks.
The driver sets this pressure, adjusting the reductor's setting manually. This is for travelling with breakers released or for soft smooth release of brakes. Up to 3-5 minutes is need for completely release all brakes in long train this way.
III= Lap. The leaks in system are decreasing BP pressure slowly, as BP feeding stopped.
This used for test the leak rate of train before departure, the condition of break equipment and for safe breaking before terminal stations, where occasionally release of brakes may occur if use "Hold with feeding" causing collisions.
IV= Hold <that is not "surge tank", that is equalizing reservoir actually :) > so the pressure in BP is maintained to be equal to that ER pressure by feeding BP from MR. Used for test leaks from ER itself.
VA either can be
-"
soft application" (freight 394 variant) when discharging performed at minimal rate, so triple walves of all train reacts only to pressure, but not to its drop rate, and this way, the application during all train lenght is more synchronous-this saves couplers of long trains of stress;
-or "
EP apply" (passenger 395 variant) BUT in this case the pneumatic system remains like at IV (hold with feeding) position, but electric valves in each car connects BC to BP and AR directly, so them charged with compressed air and BP feeds AR, being supplyed by MR itself. We have single pipe system.
So it works exactly like V- the time of handle holden here determinates the BC pressure, no multiple notches or smooth range! But only one notch.
V=Full service ("full" means rate of discharge, because pressure drop depends of time, the handle was hold here by the driver)
Because the pressure drops quite fast, the triple walves in each car reacts on it and opens their own chanals to atmosphere. So BP discharges at each car and it goes faster, than during "Soft apply" this is regular braking sequence. The longer hold of handle-the higher pressure in BC.
But for driver not to concentrate on waiting for desired pressure reached in all train, he actually watches to ER manometer's needle, then returns handle to Hold and further discharge of BP automatically stops when it reaches pressure of ER.
VI= Emergency. As additional channel opened to discharge BP, the rate is 3-4 times faster, than at V.
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