Running an intermodal on Semmeringbahn I decided to use the dynamic brake as much as I could, because of the drop in altitude I managed to make 300KWH more than I used which would be enough to charge a Wright Streetdeck Electroliner. The question is, with the line current being AC and feeding back to line being only really possible with DC (Woodhead electrics could do it which was pretty cool) is this just dumped in to resistors or is some used for train supply? Also, with the train being double headed, does the computer account for this when showing the figures or have I managed to generate more like 600KWH?
I think you got this the other way around. Regenerative braking is more common on AC voltage supply, while on DC rheostatic is more common. However, in principle there is no reason why it can't work on DC supply either. Regarding the multiple traction and the energy counter: on the Vectron this reading is only for the local locomotive. In real life the Vectron would show both locomotives (the page looks different in WTB/ZMS and you instead see the separate locomotives tractive effort/voltage rather than individual traction motors), but this is not implemented. One reason why it isn't implemented is because it requires a much more complex multiple unit simulation, with mainly the jumper cable communication being more complex than what the standard German jumper cable used in TSW is capable. Another reason is that such a system adds a tremendous amount of work to implement, making it more of an "Expert" feature. For an example of a locomotive that will do what I described here see the BR101 Expert
Wouldn't it be more complex to do it with AC as you would have to match the exact phase, whereas on DC you would only have to match the voltage? That is why you get DC third rail often fed from each end from two different substations, if you did that on AC you would have to synchronise the phases or end up with a dead short at whatever the difference in phase rotation is.
