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Latest | Najnowsze
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3
Realistic Driving Style for Regional Services?
Great point... and I can't believe I have missed such basic physics Fd = 1/2 mv^2. I suppose it is easy to fall for misinformation when people constantly bang on about this. I think the only way you could justify being more cautious with braking is to prevent locking or wheel slip (which depends on the conditions, which I'm not sure if that is simulated in the game). -
41
EU07 - MECHANIKA I ANIMACJE
Widziałem kiedyś ten filmik i widzę, że mimo wszystko w realu styczniki przesterowują się dużo szybciej niż na siódemkach w Simrailu. -
1957
Dyskusja o Roadmapie SR
Teoretycznie powinna być bo DLC Widzew - Warszawa oraz DLC Węzeł kolejowy mają wspólny odcinek. Kupujesz dwa razy Koluszki - Widzew. Więc jak masz jedno to drugie taniej TEORETYCZNIE . Ale to tak tylko informacyjnie. O 5 zł nie będziemy kopi kruszyć. -
7
Function of "brake assimilation" and "brake releaser" buttons in the Dragon 2 locomotive
Primarily when coupling or uncoupling a locomotive to/from a consist. It allows to keep the train braked while pushing the locomotive against the first wagon to compress the buffers so the coupler gets some slack in it. Yes and no. The difference between G and P is timing, that is correct; G brakes both apply and release much more slowly than P. But the timings on P and R are the same. Historically, with tread brakes (Klotzbremsen), R meant that the brake has a mechanism to switch to ‘high brake force’ (Hochabbremsung, hohe Abbremsung) above a certain speed (something around 60 km/h) which increases the brake cylinder pressure significantly to counteract the unfortunate property of tread brakes that the same brake cylinder pressure yields worse deceleration the faster the wheel is turning. Disc brakes, however, have a pretty constant deceleration over speed, so R disc brakes simply increase the pressure in the cylinder. R brakes also typically have wheelslide protection, while P brakes typically do not. A German driver's brake valve does not generally protect against overcharging if you hold it in ‘fill’. But since you'd have to actively hold the handle pushed forward, it's not much of an issue, really. It depends on what kind of distributor you have. For old models like Kkg/Kkp/Kks, this may be true. In the KE, invented in the 50s and the most widespread design in Europe since then, the reservoir is recharged from the brake pipe if its pressure drops too low no matter if the brake is applied or released. The most important thing about brake assimilation not mentioned here is that the brake line pressure is raised and then lowered back to 5 bar very slowly, so that the brakes don't register it as brake application but their reference pressure still drops accordingly. With this, one can recover from slight overcharging, and in push-pull trains, this may also be needed after changing cabs, to account for inaccuracies in the 5 bar reference pressures of the different driver's brake valves and the slight drop in brake pipe pressure along the length of the train now going the opposite way. -
1957
Dyskusja o Roadmapie SR
Ciekawe czy będzie jakaś zniżka na obie części Łodzi? Fajnie, że tempo prac w SimRail przyśpieszyło.
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