Inside the proximity range only a stop had a final approach of its own;
for a lower speed ahead that branch set nothing, so AccDesired stayed at
the preferred acceleration. With the range at 50 m, which this PR uses so
that trains stop 8-15 m short of a signal, the AI stopped braking within
the last 50 m before a speed restriction and even took power: EMUs reached
a 20 km/h restriction at 25 km/h. On master the range is 15-40 m, which
kept this mostly out of sight.
A lower speed ahead now keeps the braking curve right up to where it
begins. Stops are unchanged.
Measured in real time on current master (with #199), with a 20 km/h
restriction one coach long, two runs of 32 consists each: over 22 km/h in
the restriction on the flat 9 on master, 15 before this change, 1 after
(a 36WEa at 22.1 km/h); on the 20 per mille descent 15, 0 and 0. Stops
8-15 m short of the signal stay as they were (flat 57 and 55 of 64,
descent 44 and 42), no overruns.
Resolve the conflicts with the merged nested ifs (#194) in
control_tractive_force() and control_braking_force(): the conditions keep
the new flattened form, with this branch's changes carried into them.
The function would flag the consist as not ready (`iEngineActive` set to `false`) when the brake handle was at a cutoff position. Since this is what the brake lever is exactly starting at in the EW58 train, the train when asked to move the brake lever to operating position would not listen since the `control_tractive_and_braking_force()` function which is supposed to do that is gated behind the readiness flag in the `TController::Update()` function.
This makes sure EW58 trains can be driven by AI once again instead of being stuck.
I don't really know why the brake position check was there, since it would fail only if:
- There is a brake handle
- The brake handle is in the cutoff position
- The brake handle is NOT in the operating position
The third check seems redundant but curiously there is one case where this matters and it's... MHZ_EN57. Its operating and cutoff positions are both defined as `0`, which might be a hack, since the actual cutoff position in the MHZ_EN57 handle is meant to be `6`.
CabActivisation() passed DirAbsolute (DirActive * CabActive) as the value of the
"Direction" command, which every receiving vehicle stores as its own DirActive.
Every other sender passes DirActive. With the cab at the rear end (CabActive = -1)
the two have opposite signs, so the other units got their reverser flipped
against the controlling one.
It shows whenever a rear cab is activated after the reverser has been set:
- the AI takes over an occupied cab (TakeControl() calls CabActivisation(true)),
e.g. an EN57 inserted with reardriver and a starting velocity: the motor car
drives the train backwards;
- a vehicle without automatic cab activation (SA134) driven by the AI from the
start: the cab is activated by a driver hint after the reverser is set, and
the two units pull against each other.
Fixes#169.
The new braking curve below plans the stop at the signal itself unless
the stopping point moves with it (in testing, trains stopped 0-3 m past
the signal), so both go in one change.
1. The braking curve.
The braking curve towards a lower speed or a stop assumed a constant
deceleration from the present speed over the whole distance. A pneumatic
brake does not work like that:
- it acts on the state the train is in once it has applied; while the
train is still speeding up (downhill), plan from the speed it will have
reached by then, over the distance left by then;
- cast iron blocks grip harder as the train slows, so a constant
deceleration plan asks for too much at the start and then releases;
follow the shape of the consist brake table (fBrake_a0/a1) over speed
instead (shaped_braking_demand), over the distance left once the brake
has had its fill time;
- no power while the train is still above the speed it is braking for.
IncBrake() only adds braking when the brake table says the present
position is not enough. When the table overestimates the consist (see
the previous rapid step fix, or a descent), the train keeps slowing too
little with the handle held. After the full fill time with the handle
unchanged, believe the train rather than the table (fBrakeHeldTime).
When the AI asks for no braking and the train is still slowing down more
than that, release. With the gentler plan above the demand eases off
early, and without this a heavy freight train in G came to a stand a few
hundred metres before a W4 with its brake still on (seen in testing).
2. The stopping window.
In train running the final approach to a stop signal began at
fMaxProximityDist (15-40 m, cargo 25-50 m), aimed at half of
fMinProximityDist (10-15 m, cargo 20-25 m), and set VelDesired = 0,
which asks for hard braking whatever the distance left. Where a train
came to a stand depended on how it entered that phase: on the test
sceneries anywhere from 1 to 45 m short of the signal on the flat and
25-42 m uphill for heavy freight.
For train running only (a W4 stop point, shunting and coupling keep the
old margins and the old final approach):
- stop 8-15 m short of the signal whatever the length of the train, aim
at the middle of that window (stopping_margin) both with the braking
curve and in the final approach, and ask there only for what the
distance left takes, following the consist brake table;
- start the final approach 50 m out (cargo 60 m) whether the train is
moving or standing; it used to be 15-40 m while moving and 50 m once
stopped, and with the gentler final approach above a train that came
to a stand between the two released to creep closer and, uphill,
rolled back and tried again;
- uphill, while the gradient alone would bring the train to a stand short
of the window, keep it rolling at no more than the speed the gradient
can take off by then, with power if needed;
- uphill, put the train brake on as the train comes to a stand, keep it
on while it stands, and apply it for real if the train rolls back. This
is done at the very end of pick_optimal_speed(): the adjustments made
before it assume a train moving forward and can raise the demand back
to "no braking" (with the rule placed earlier, EMUs rolled back up to
90 m in testing). The EMU branch of
control_braking_force() gets the "slipping back" condition the wagon
branch has always had.
3. Known limitation.
Heavy trains of wagons with the ESt3AL2 distributor (413S, 601W and
alike) respond more slowly than the AI expects: with the present brake
model the distributor fills the AL2 relay chamber, whose capacity is set
to 2 in TNESt3::SetSize (Przekladniki[i]->CreateCap(i)), through
orifices sized for about 1 l, so these wagons need 34 s to reach 95 %
cylinder pressure in G against 21 s for a plain ESt3. On a 20 per mille
descent an ET22 with 20 loaded 413S wagons overran the stop signal by up
to 6.5 m in 6 of 24 runs at x20 with this change. With the relay chamber
at 1 l and the release orifices at about 80 % of their diameter, as the
author of the brake model suggested, none of them did (0 of 16).
Two changes that only work together: the first on its own lets a heavy
freight train brake less on a descent than it needs (in testing an
ET42 with 30 loaded wagons overran the stop signal by 16-48 m at 20 per
mille), the second makes the hold on a descent what it should be.
The comparison that decides whether the AI may skip its reaction time
between two brake steps stays on the brake-only demand, as before: it
is about how much brake is asked for, and a heavy train in G approaching
a stop on a descent needs its brake built up at once. Compared in the
resultant frame, that train built up its brake one step per reaction
time and overran the signal (16 copies of the ET42 train, x20:
22 of 32 overruns with the comparison moved, 0 of 48 with it kept).
1. Compare the measured deceleration in the same frame.
Going downhill, adjust_desired_speed_for_current_speed() subtracts the
gravity component from AccDesired, so that IncBrake() sizes the handle
position for what the brake alone has to deliver. control_braking_force()
then compares that brake-only value with AbsAccS, which is the resultant
acceleration and already contains the gravity. On a 20 per mille descent
the two differ by about 0.2 m/s2, so the AI asked for more braking than
the target needed and then released, and repeated that.
Keep the subtracted part in fAccDesiredGravity and add it back wherever
AccDesired is compared with AbsAccS. It is zero everywhere else (flat,
uphill, braking test), so the behaviour there does not change.
2. Hold the speed with one continuous law.
On a descent the AI looks ahead to decide whether it will exceed the
target speed. The look-ahead was (1 - a0) * 30 / 3.6 s, a few seconds,
while a pneumatic brake in G takes tens of seconds to apply or to
release; the AI therefore acted on an estimate the train had already
left behind. The demand then jumped between the braking threshold above
the target and a lerp towards full acceleration below it, and with the
brake that slow this turned into long alternating applications and
releases.
- look ahead for half the brake application time while the train is
speeding up and half the release time while it is slowing down
(brake_response_horizon), never less than before;
- use one law on both sides of the target, proportional to the
predicted difference, and hold a band just below the limit that widens
with the gradient (pneumatic up to 3 km/h, EP/electric up to 1.5 km/h);
- once below a lower limit ahead, hold that limit instead of speeding up
towards the line speed and braking again.
TMoverParameters::BrakeForceR() halves the force of a vehicle set to R
below 40 km/h. That is one approximation for every distributor, but a
NESt3/ESt4 distributor with a rapid relay engages the step above 70 km/h
and keeps it down to 50 km/h (TNESt3::GetPF, RapidStatus), and below
that its cylinder pressure is divided by the relay's own multiplier
(TRapid, RapidMult). For a vehicle braking from speed the full force
therefore lasts down to 50 km/h, not 40. The AI builds its consist brake
table (fBrake_a0/a1) from BrakeForceR(), so between 40 and 50 km/h it
expected twice the force the wagons actually deliver.
Add TBrake::GetRapidRatio(), which keeps the old approximation as the
default, and override it in TNESt3 with the relay's threshold and
multiplier. The brake itself is unchanged; only the prediction is.
The binding tracker kept the name of a deleted buffer. When gl handed that
name to a new buffer, the tracker took it for already bound and skipped the
bind, so a new vao was left without its index buffer and the nvidia driver
read indices from a null pointer.
* Fix the speed table index remap in TablePurger()
TablePurger() rebuilds the speed table and has to move SemNextIndex and
SemNextStopIndex along with it. Two cases came out wrong.
A trimmed point was never invalidated: the index was first overwritten with
the position the next kept point would take, and the guard that should reset
it to -1 compared the loop counter against that new value, so it only matched
when nothing had been trimmed before it. The index then pointed at an
unrelated record, and if that record happens to sit at zero velocity the
placement can no longer be updated either, because the update requires the
recorded one to be non-zero.
An index pointing at the last entry was left untouched, because the loop stops
one short of it and that entry is appended afterwards. The stale value ended
up past the end of the trimmed table, which is what the provisory check in
TableTraceRoute() catches.
The placements are now recorded separately and assigned once the new table is
complete, with the always-kept last entry handled too. The trim condition is
shared by the counting and the copying pass instead of being spelled out
twice.
TableCheck() drops entries beyond a switch that changed under the scan without
adjusting the placements either, so they are invalidated there as well. The
check in TableTraceRoute() stays as a safety net, without the TODO.
* Sort the whole speed table in TableSort()
TableSort() made a single bubble pass over the table. That only moves an entry
one place towards the front, but TableTraceRoute() adds the scanned events of a
track before the track itself, so a track carrying k scanned events lands k
places too far and needs k passes. With two or more events in one slot - a cab
signal resonator next to a signal, a signal and a W4 - the track entry stays
behind entries that are farther away, and TableUpdate() walks the table out of
distance order until enough later scans have shifted it back.
The range before the last slot is now sorted with std::stable_sort, and the
semaphor placements are moved along by looking their events up again.
---------
Co-authored-by: pwarszawski <pwarszawski@gmail.com>
make_event() lowercased the event name twice: cParser::getToken() already
folds ASCII via toLowerChar() (which intentionally leaves bytes >= 0x80
alone), then ToLower() ran std::tolower() over every byte on top of that.
With a non-"C" global locale, that second pass remaps cp1250 uppercase
accented letters (e.g. 0xAF -> 0xBF). Every lookup path - TTrack::AssignEvents(),
child-event resolution in multi_event, event-launcher name resolution -
normalizes only through the parser, so a registered name containing such a
letter can no longer be found: the track logs "can't find assigned event"
and the binding is silently dropped.
Removing the extra ToLower() makes the registration key match every lookup
site (ASCII-only folding, non-ASCII bytes compared verbatim), and matches
the direction toLowerChar()'s own comment already points at for UTF-8.
A whois with no triggering vehicle previously just wrote nothing to
the target cell with no trace in the log, which is a real pain to
diagnose from the scenery side (this is exactly the kind of thing that
cost real debugging time on a station script recently).
Co-Authored-By: Claude Sonnet 5 <noreply@anthropic.com>
whois_event::run_() dereferenced m_activator unconditionally in every
branch (this predates this PR). getvalues_event::run_() and
putvalues_event::run_() already guard the same way elsewhere in this
file; whois_event was missing it. Single early return covers every
branch, old and new.
