Turbo Bill
08-04-2008, 12:11 AM
Here's some other RW features that would be great in the sim:
-different braking systems including the 24RL with pressure maintaining (late steam/early diesel), 6L same as 24RL but no pressure maintaining (requires re-cyclng the air to keep train air sets constant), and of course the modern 26L system.
-graduated release feature as found on modern passenger equipment along with the ability to change the locomotive train brake between freight (full release only) and passenger (graduated release) mode with a working control nob in the cab.
-actual trainline leakage.
-correct modeling of modern rollingstock train line propegation of the brake signal. On modern cars, when you make a minimum set, this will activate the quick set feature of the triple valve. The car releases a small amount of air out of the trainline thus propegating the signal thru the train quicker. Making a deep set bypasses this feature and actually slows the set time on a long train. This why RW hoggers are taught to make a minimum set first then take deeper sets. Modern railcars also have a quick release feature where the triple valve will sense the increase in brake line pressure and add a squirt of air to the train line to propegate the 2psi increase signal required bythe car's triple valve to intitiate the release portion of the railcars brake system.
-RW based propigation of the train line signal thru the train with cars similating when they set and release based on their location in the train regardless of train length.
-Trailing unit brake operation. The trailing units should exactly mirror what the lead units brakes are doing. If you use the locomotive brake, the trailing units should brake as well with the same brake force as the lead unit. If you make a set, the trailing units locomotive brake system should initiate the locomotive brake mirroring the lead unit again. If you bail off the locomotive brakes, the trailing units should do so as well.
-trailing units compressors should equate into charge times.
-we should be able to model both rigid (non-cushioned with about 6 inches of total slack per coupling) couplers, cushioned couplers with the cars actualy weight and triling cars weight determining cushioning efficiency(cushioning only buff forces with about three feet of total cushioned slack with coupler at rest in the stretched position), close couplers as found on passenger and trailer trains were there is no slack or miniscule at best.
-realistic use of the sanders with the option of only supplying sanders to the lead unit or using a second button to turn activate the sanders on all units in the locomotive consist. It would also be nice if all locomotives exhibited sliding the wheels with too much locomotive braking and using the sanders to overcome this problem as RW locomotives do.
-RW based wheelslip control. If an older unit like an SD40 has one wheelset slip then the locomotive momentarily shuts all energy to the all the wheelsets and slowly reapplies once wheelslip is eliminated. Newer engines (mid '90's era and up) should only eliminate wheelslip to the actual wheelset that is slipping.
-Ability to cut out dynamic braking on specific trailing locomotives.
-working rear end telemetry device with working head end telemetry device as well. This device should display your rear cars brake line pressure, should initiate the flashing red signal when darkness approaches, it should also tell you when the rear car is moving or not moving. On older trains it would be nice if the caboose has a working trainline pressure guage so one could go into the caboose view and see the rear pressure.
-Harmonic roll based on whether the locomotive and rollingstock is on jointed rail or welded rail and hopefully be able to model both types of rail on the same route.
Just some things to ponder.
-different braking systems including the 24RL with pressure maintaining (late steam/early diesel), 6L same as 24RL but no pressure maintaining (requires re-cyclng the air to keep train air sets constant), and of course the modern 26L system.
-graduated release feature as found on modern passenger equipment along with the ability to change the locomotive train brake between freight (full release only) and passenger (graduated release) mode with a working control nob in the cab.
-actual trainline leakage.
-correct modeling of modern rollingstock train line propegation of the brake signal. On modern cars, when you make a minimum set, this will activate the quick set feature of the triple valve. The car releases a small amount of air out of the trainline thus propegating the signal thru the train quicker. Making a deep set bypasses this feature and actually slows the set time on a long train. This why RW hoggers are taught to make a minimum set first then take deeper sets. Modern railcars also have a quick release feature where the triple valve will sense the increase in brake line pressure and add a squirt of air to the train line to propegate the 2psi increase signal required bythe car's triple valve to intitiate the release portion of the railcars brake system.
-RW based propigation of the train line signal thru the train with cars similating when they set and release based on their location in the train regardless of train length.
-Trailing unit brake operation. The trailing units should exactly mirror what the lead units brakes are doing. If you use the locomotive brake, the trailing units should brake as well with the same brake force as the lead unit. If you make a set, the trailing units locomotive brake system should initiate the locomotive brake mirroring the lead unit again. If you bail off the locomotive brakes, the trailing units should do so as well.
-trailing units compressors should equate into charge times.
-we should be able to model both rigid (non-cushioned with about 6 inches of total slack per coupling) couplers, cushioned couplers with the cars actualy weight and triling cars weight determining cushioning efficiency(cushioning only buff forces with about three feet of total cushioned slack with coupler at rest in the stretched position), close couplers as found on passenger and trailer trains were there is no slack or miniscule at best.
-realistic use of the sanders with the option of only supplying sanders to the lead unit or using a second button to turn activate the sanders on all units in the locomotive consist. It would also be nice if all locomotives exhibited sliding the wheels with too much locomotive braking and using the sanders to overcome this problem as RW locomotives do.
-RW based wheelslip control. If an older unit like an SD40 has one wheelset slip then the locomotive momentarily shuts all energy to the all the wheelsets and slowly reapplies once wheelslip is eliminated. Newer engines (mid '90's era and up) should only eliminate wheelslip to the actual wheelset that is slipping.
-Ability to cut out dynamic braking on specific trailing locomotives.
-working rear end telemetry device with working head end telemetry device as well. This device should display your rear cars brake line pressure, should initiate the flashing red signal when darkness approaches, it should also tell you when the rear car is moving or not moving. On older trains it would be nice if the caboose has a working trainline pressure guage so one could go into the caboose view and see the rear pressure.
-Harmonic roll based on whether the locomotive and rollingstock is on jointed rail or welded rail and hopefully be able to model both types of rail on the same route.
Just some things to ponder.