Lapping/ro: Difference between revisions

Latest revision as of 17:03, 17 March 2025

În funcție de vehiculul motorizat, există două moduri de a controla presiunea conductei de frână: auto-acționare și cea mai veche, fără auto-acționare.

Self-Lapping

La sistemele de auto-acționare, presiunea conductei de frână este gestionată automat. Șoferul poate seta maneta de frână a trenului în orice poziție dintr-un interval. Cu cât este setat mai departe în direcția „aplicare”, cu atât forța de frânare este mai puternică și invers. Supapa se ocupă automat de descărcarea sau presurizarea conductei de frână în funcție de poziția manetei.

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.

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-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.
+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.
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-By control the brake pipe pressure, you indirectly set the cylinder pressure to the required amount.
+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">
-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.
+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>
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-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.
+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.
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 [[Category:Air Brake System|2]]