Lapping/de: Difference between revisions

Revision as of 20:41, 9 March 2025

Abhängig vom Triebfahrzeugtyp gibt es zwei Bauarten von Führerbremsventilen: die selbstregelnden und die älteren, nicht selbstregelnden Führerbremsventile.

Self-Lapping

Selbstregelnde Führerbremsventile stellen den Druck in der Hauptluftleitung automatisch ein. Man kann im Bremsbereich des Ventils jede beliebige Stellung aufsuchen. Je weiter das Ventil in Richtung „Bremsen“ steht, umso mehr erhöht sich die Bremskraft, bzw. umgekehrt verringert sie sich. Das Führerbremsventil stellt den Druck dementsprechend selbstregelnd und stufenweise ein.

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.

@@ Line 1: / Line 1: @@
 <languages />
+<div class="mw-translate-fuzzy">
 Abhängig vom Triebfahrzeugtyp gibt es zwei Bauarten von Führerbremsventilen: die selbstregelnden und die älteren, nicht selbstregelnden Führerbremsventile.
+</div>
+<div lang="en" dir="ltr" class="mw-content-ltr">
+==== Self-Lapping ====
+</div>
+<div class="mw-translate-fuzzy">
 Selbstregelnde Führerbremsventile stellen den Druck in der Hauptluftleitung automatisch ein. Man kann im Bremsbereich des Ventils jede beliebige Stellung aufsuchen. Je weiter das Ventil in Richtung „Bremsen“ steht, umso mehr erhöht sich die Bremskraft, bzw. umgekehrt verringert sie sich. Das Führerbremsventil stellt den Druck dementsprechend selbstregelnd und stufenweise ein.
+</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>
-Obwohl beide Arten in der Bedienung recht einfach sind, können selbstregelnde Führerbremsventile gerade für Anfänger intuitiver sein. Vereinfachend gesagt, gibt man mit dem Hebel eines selbstregelnden Ventils einen Druck vor; das Ventil übernimmt diese Vorgabe und stellt den Druck entsprechend ein. Bei nicht selbstregelnden Ventilen stellt man den Druck direkt über den Hebel ein.
+<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]]