[darwins]

Try out and let me know.


In that case I think the correct version should probably be

BrakesEngineBrakeType( "Air_twin_pipe"  )
BrakesTrainBrakeType( "EP" )
BrakesEngineControllers( "Independent, Train" )

for both passenger and freight configurations.
At the moment I think you will probably get the same result in OR with

BrakesEngineBrakeType( "Air_twin_pipe"  )
BrakesTrainBrakeType( "Air_twin_pipe" )
BrakesEngineControllers( "Independent, Train" )

For that EMU or DMU power cars and any push pull cabs then it will simply be

BrakesTrainBrakeType( "EP" )
BrakesEngineControllers( "Train" )

[Weter]

I agree with third, but is "air twin pipe" only rquired for EP working properly?
Can I use "air single pipe" as it is IRL? As twin pipe is never used to have all rolling stock compatibility (new and old, freight and passenger)

[darwins]

You can do whichever exists in real life -


As far as I know OR is like real life -


Twin Pipe Loco can operate either Twin Pipe or Single Pipe trains


Single Pipe Loco can operate either Twin Pipe or Single Pipe trains

Twin Pipe loco with Twin Pipe train will release brakes faster - because reservoirs are charged from the reservoir pipe rather than from the train pipe.

[Weter]

If I understand You right, ORTS doesn't have MSTS consist compatibility issue, when coaches with EP, coupled to locomotive without it can't release their brakes after they were applied once (this caused the authors of the passenger cars to rework their *.wag-files, replacing EP to air_single_pipe everywhere and issue the patches)

That could be pleasure.

I have discovered the additional sence of using VA position for Soft-rate discharge of BP:
To pervent occasional release of trainbrakes, caused by thermo-dynamic effect (the rising of ER pressure due to air cooling and then heating back in closed volume)
And smoothing of hydraulic shocks along the BP - both occurring in case of fast return of the handle from FullService to Hold position. The driver must hold it at VA for some seconds instead.

CORRECTION:
The air distributors must IGNORE the BP discharge at "Soft" rate, having enough time for pressure equalizing.
So, the overcharge automatic elimination is performed at "Soft" rate too - for not causing train brakes application after returning handle from Charge to Running position.

[Weter]

Well, Darwins, I have experimented a little with EPFullServiceStart...
the same result-it sets BC pressure to that percent, wich is stated for given notch

Brake_Train ( 0 1 0.01 0.2
	NumNotches ( 7
		Notch ( 0	0 TrainBrakesControllerFullQuickReleaseStart )
		Notch ( 0.1	0 TrainBrakesControllerReleaseStart )
Comment(Notch ( 0.1	0 TrainBrakesControllerRunningStart ))
		Notch ( 0.2	0 TrainBrakesControllerHoldLappedStart )
		Notch ( 0.3	0 TrainBrakesControllerSelfLapStart )
Comment(Notch ( 0.4	0 TrainBrakesControllerMinimalReductionStart ))
		Notch ( 0.4	 0 TrainBrakesControllerEPApplyStart )
Comment(Notch ( 0.5	0 TrainBrakesControllerContinuousServiceStart ))
		Notch ( 0.9	0 TrainBrakesControllerFullServiceStart )
		Notch ( 1	0 TrainBrakesControllerEmergencyStart 
		)
 	)

in this example-40% (I've substituted EPApplyStart with EPFullserviceStart)

[Weter]

Can anyone explain me, whether SupressionStart and HoldStart tokens work really in ORTS and what are their purpose?
(I didn't observe any effect testing them with 394 valve settings)

[Weter]

This video illustrates both modes:
https://www.youtube....h?v=rxpQYM-5Row
At 1:27 the driver performs Auto-brake test, so he turns EPT off and makes BP discharge at demanded depth, refering the EQ res dial.
The BC pressure rises with deley and slowly (see the very left dial).
The goal-is making shure, that BP discharge actualy brings the braking effect up, and to note the time, how hurry the speed decreases by 10kph (from 70 to 60 in this video) with given BC pressure, as well as the size of BP pressure drop, needed to rize BC pressure from 0 to 1 bar.
Then he turns EPT (EP brake system) on and uses EP brakes to stop the train precise and smooth by the end of the platform.
Note the rapid BC pressure responce.
The status of EP brakes being controlled by 3 signal lamps: "Control(K)"-green, "Lap(O)"-yellow and "Apply(T)"-orange
the fourth one is signalization, that the brake gear is not at retracted (running) position (CHT)-red

[darwins]

Suppression is a special position on some US brake controllers. It has the effect of allowing the driver to regain control of the brake after a penalty brake application (driver vigilance or TCS).
I am not sure if it exists in other countries.

Hold should function as a lap position - similar to self lap - I am not sure what the difference there is.