Lapping/fr: Difference between revisions

Latest revision as of 17:03, 17 March 2025

Selon l’engin moteur, il existe deux manières de maintenir la pression de la conduite générale : avec l'auto-maintien et l'ancienne, sans l’auto-maintien.

Self-Lapping

Sur les systèmes à auto-maintien, le maintien à une valeur précise de la pression de la conduite générale est gérée automatiquement. Le conducteur peut régler le levier du FCA sur n'importe quelle position de la plage “serrage”. Plus il est positionné dans le sens "serrage", plus la force de freinage est forte, et vice versa. La valve gère automatiquement la vidange ou le remplissage de la conduite de frein en fonction de la position du levier.

Non-Self-Lapping

The non-self-lapping control valves are older. With them, the control lever manipulates the brake pipe pressure directly, and the process is more hands-on. The lever has a few fixed positions. Two of the positions, called “release” and “service” can be thought of as adding and releasing the brake pipe pressure, respectively. The position in-between them, called “lap”, is used to maintain whatever pressure is in the brake pipe. The furthest position, called “emergency”, releases pressure at the fastest possible rate.

By controlling the brake pipe pressure, you indirectly control the cylinder pressure, and thus, brake application.

Auxiliary reservoirs are partially drained whenever brakes are applied. When brakes are then released, it takes some time for the reservoirs to be recharged. The lap position, however, functions only if the auxiliary reservoirs are full. So, to stay in full control over non-self-lapping brakes it is recommended to not release when knowing that moments later braking may be needed again. Calculated, infrequent moves are advised instead.

Monitoring

With both control valve types it is crucial to monitor the brake pipe and cylinder gauges to fully understand the current brake state.

Conflicts

In case a train contains multiple motorized vehicles their control valves are in conflict. The conflict can be even more severe if there are mixed self-lapping and non-self-lapping valves in the train. To ensure safe operation it is necessary to cutout all excess control valves, other than the one intended to be used.

@@ Line 1: / Line 1: @@
 <languages />
+<div class="mw-translate-fuzzy">
 Selon l’engin moteur, il existe deux manières de maintenir la pression de la conduite générale : avec l'auto-maintien et l'ancienne, sans l’auto-maintien.
+</div>
+<div lang="en" dir="ltr" class="mw-content-ltr">
+==== Self-Lapping ====
+</div>
+<div class="mw-translate-fuzzy">
 Sur les systèmes à auto-maintien, le maintien à une valeur précise de la pression de la conduite générale est gérée automatiquement. Le conducteur peut régler le levier du FCA sur n'importe quelle position de la plage “serrage”. Plus il est positionné dans le sens "serrage", plus la force de freinage est forte, et vice versa. La valve gère automatiquement la vidange ou le remplissage de la conduite de frein en fonction de la position du levier.
+</div>
+<div lang="en" dir="ltr" class="mw-content-ltr">
+==== Non-Self-Lapping ====
+</div>
+<div lang="en" dir="ltr" class="mw-content-ltr">
+The non-self-lapping control valves are older. With them, the control lever manipulates the brake pipe pressure directly, and the process is more hands-on. The lever has a few fixed positions. Two of the positions, called “release” and “service” can be thought of as adding and releasing the brake pipe pressure, respectively. The position in-between them, called “lap”, is used to maintain whatever pressure is in the brake pipe. The furthest position, called “emergency”, releases pressure at the fastest possible rate.
+</div>
+<div lang="en" dir="ltr" class="mw-content-ltr">
+By controlling the brake pipe pressure, you indirectly control the cylinder pressure, and thus, brake application.
+</div>
 <div lang="en" dir="ltr" class="mw-content-ltr">
-On non-self-lapping systems, the process is more hands-on. The lever has a few fixed positions. Two of the positions, called “release” and “service” can be thought of as adding and releasing the brake pipe pressure, respectively. The position in between them, called “lap”, is used to maintain whatever pressure is in the brake pipe. The furthest position, called “emergency”, will release pressure at the fastest possible rate.
+Auxiliary reservoirs are partially drained whenever brakes are applied. When brakes are then released, it takes some time for the reservoirs to be recharged. The lap position, however, functions only if the auxiliary reservoirs are full. So, to stay in full control over non-self-lapping brakes it is recommended to not release when knowing that moments later braking may be needed again. Calculated, infrequent moves are advised instead.
 </div>
 <div lang="en" dir="ltr" class="mw-content-ltr">
-Auxiliary reservoirs are being drained when braking. When the brakes are released, it takes some time for auxiliary reservoirs to fill up again. The lap position, however, functions only if the auxiliary reservoirs are full. To stay in full control over braking it is recommended to not release non-self-lapping brakes when knowing that moments later braking may be needed again. Calculated, slow moves are preferable when releasing the non-self-lapping brakes.
+==== Monitoring ====
 </div>
 <div lang="en" dir="ltr" class="mw-content-ltr">
-With both brake types, the driver can see exactly how much braking force they are applying by looking at the brake pipe and brake cylinder gauge needles.
+With both control valve types it is crucial to {{pll|Monitoring|monitor the brake pipe and cylinder gauges}} to fully understand the current brake state.
 </div>
-Les deux systèmes sont assez simples à utiliser, bien que l’auto-maintien puisse être plus intuitif pour les débutants. En termes simples, avec l’auto-maintien, le dispositif de commande définit la force de freinage souhaitée, laissant à la vanne automatique le soin de faire le travail. Tandis que sans, le levier de commande règle directement la force de freinage.
+<div lang="en" dir="ltr" class="mw-content-ltr">
+==== Conflicts ====
+</div>
 <div lang="en" dir="ltr" class="mw-content-ltr">
-In case a train contains motorized vehicles with both self-lapping and non-self-lapping brake valve types, only the self-lapping ones will be functional when operating the brake. For that purpose, vehicles are also equipped with brake cutout valves, which can be used to isolate certain vehicles from the brake system and resolve this conflict.
+In case a train contains multiple motorized vehicles their control valves are in conflict. The conflict can be even more severe if there are mixed self-lapping and non-self-lapping valves in the train. To ensure safe operation it is necessary to {{pll|Brake Cutout|cutout}} all excess control valves, other than the one intended to be used.
 </div>
-{{See also|Air Brake System Overview|Brake Cutout|Monitoring|Train Brake|Independent Brake|Brake Shoes}}
 [[Category:Air Brake System|2]]