Post by account_disabled on Dec 22, 2017 1:50:04 GMT 12
Hi,
Will you be updating the physics on this locomotive, or continuing to use the incorrect power implementation you currently use in the GP38-2, SD40-2 and AC4400CW? If you’re not going to fix the physics, you really should drop the references to “realistic operating characteristics and fidelity” because that is blatant false advertising. Diesel electric locomotives should always have a positive ammeter indication when power is being applied, regardless of throttle position, unless A) the the wheels are slipping (ammeter will bounce around), B) a heavy train is pushing the locomotives down hill (ammeter can go to zero). Otherwise, it should always have a positive reading, even if the train is running at 45 miles per hour in notch 1, it will give a very slight positive reading. This doesnt mean the train accelerates, just that the drag friction equals the amp power output.
As you currently have it modeled, the locomotive can accelerate to pre set speeds for each throttle position, at which, the amps reach zero. This is completely incorrect. You should increase the drag friction settings and the power curve so the locomotive reaches a speed in each notch where they balance each other, with wind drag increasing as speed increases and therefor equalizing amps will read higher as speed increases. For example, a light (train-less) SD40-2 might look something like this: Notch 1: 32 mph, 45 amps. Notch 2, 50mph, 65 amps, Notch 3, 65mph, 89 amps. Notch 4, 72mph, amps limited by overspeed controller for all power settings above this.
The reason this is SO incredibly important is that on long, heavy freight trains, it is very easy to over-stress couplers and break trains in two, or cause derailements, by not smoothy and carefully controlling power and braking. The way you currently model the power, if you move the throttle from one notch to another, you can watch the ammeter go from a reading of hundreds of amps down to zero. And when you apply more power, to speed up, it will go from zero to hundreds of amps again, with no inbetween. In real life, if it worked like this, it would be impossible to keep trains coupled together because you’d always be introducing slack ripples that would break the weakest link.
For More Details: Web Animation Promotion
Will you be updating the physics on this locomotive, or continuing to use the incorrect power implementation you currently use in the GP38-2, SD40-2 and AC4400CW? If you’re not going to fix the physics, you really should drop the references to “realistic operating characteristics and fidelity” because that is blatant false advertising. Diesel electric locomotives should always have a positive ammeter indication when power is being applied, regardless of throttle position, unless A) the the wheels are slipping (ammeter will bounce around), B) a heavy train is pushing the locomotives down hill (ammeter can go to zero). Otherwise, it should always have a positive reading, even if the train is running at 45 miles per hour in notch 1, it will give a very slight positive reading. This doesnt mean the train accelerates, just that the drag friction equals the amp power output.
As you currently have it modeled, the locomotive can accelerate to pre set speeds for each throttle position, at which, the amps reach zero. This is completely incorrect. You should increase the drag friction settings and the power curve so the locomotive reaches a speed in each notch where they balance each other, with wind drag increasing as speed increases and therefor equalizing amps will read higher as speed increases. For example, a light (train-less) SD40-2 might look something like this: Notch 1: 32 mph, 45 amps. Notch 2, 50mph, 65 amps, Notch 3, 65mph, 89 amps. Notch 4, 72mph, amps limited by overspeed controller for all power settings above this.
The reason this is SO incredibly important is that on long, heavy freight trains, it is very easy to over-stress couplers and break trains in two, or cause derailements, by not smoothy and carefully controlling power and braking. The way you currently model the power, if you move the throttle from one notch to another, you can watch the ammeter go from a reading of hundreds of amps down to zero. And when you apply more power, to speed up, it will go from zero to hundreds of amps again, with no inbetween. In real life, if it worked like this, it would be impossible to keep trains coupled together because you’d always be introducing slack ripples that would break the weakest link.
For More Details: Web Animation Promotion