Lapping/sk: Difference between revisions

Revision as of 20:41, 9 March 2025

V závislosti od motorového vozidla existujú dva spôsoby regulácie tlaku v brzdovom potrubí: samoregulovacie (ang. self-lapping) a staršie, nesamoregulujúce (ang. non-self-lapping).

Self-Lapping

Pri samoregulujúcich systémoch sa tlak v brzdovom potrubí riadi automaticky. Rušňovodič môže nastaviť páku brzdy vlaku do ľubovoľnej polohy v rozsahu. Čím ďalej je nastavený v smere „aplikovať“, tým je brzdná sila silnejšia a naopak. Ventil automaticky zvládne vyprázdnenie alebo natlakovanie brzdového potrubia v závislosti od polohy páky.

Non-Self-Lapping

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 control the brake pipe pressure, you indirectly set the cylinder pressure to the required amount.

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 the brakes it is recommended to not release non-self-lapping brakes when knowing that moments later braking may be needed again. Calculated, infrequent moves are preferable when operating non-self-lapping brakes.

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 will conflict each other. The conflicts will be even more severe if there are mixed self-lapping and non-self-lapping types. To ensure safe operation it is necessary to cutout all excess control valves, other than the one intended to be used.

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 <languages />
+<div class="mw-translate-fuzzy">
 V závislosti od motorového vozidla existujú dva spôsoby regulácie tlaku v brzdovom potrubí: samoregulovacie <i>(ang. self-lapping)</i> a staršie, nesamoregulujúce <i>(ang. non-self-lapping)</i>.
+</div>
+<div lang="en" dir="ltr" class="mw-content-ltr">
+==== Self-Lapping ====
+</div>
+<div class="mw-translate-fuzzy">
 Pri samoregulujúcich systémoch sa tlak v brzdovom potrubí riadi automaticky. Rušňovodič môže nastaviť páku brzdy vlaku do ľubovoľnej polohy v rozsahu. Čím ďalej je nastavený v smere „aplikovať“, tým je brzdná sila silnejšia a naopak. Ventil automaticky zvládne vyprázdnenie alebo natlakovanie brzdového potrubia v závislosti od polohy páky.
+</div>
+<div lang="en" dir="ltr" class="mw-content-ltr">
+==== Non-Self-Lapping ====
+</div>
+<div lang="en" dir="ltr" class="mw-content-ltr">
+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 control the brake pipe pressure, you indirectly set the cylinder pressure to the required amount.
+</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 the brakes it is recommended to not release non-self-lapping brakes when knowing that moments later braking may be needed again. Calculated, infrequent moves are preferable when operating non-self-lapping brakes.
 </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>
-Obidva systémy sú pomerne jednoduché na používanie, aj keď samoregulovacie môže byť pre začiatočníkov intuitívnejšie. Zjednodušene povedané, pri samolapovaní ovládacie zariadenie nastavuje požadovanú brzdnú silu, pričom prácu prenecháva automatickému ventilu, zatiaľ čo pri nesamoregulovaní nastavuje brzdnú silu priamo ovládacie zariadenie.
+<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 will conflict each other. The conflicts will be even more severe if there are mixed self-lapping and non-self-lapping types. 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]]