Lapping - Revision history

Slobodan: Tweaks

2025-03-17T17:03:31Z

Tweaks

← Older revision		Revision as of 17:03, 17 March 2025
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	<!--T:2-->		<!--T:2-->
	~~Self~~-lapping control valves are newer. With them, the control lever corresponds to the {{pll\|Air Brake System Overview\|brake cylinder}} pressure, and is more beginner friendly. The further the lever is set in the “apply” direction, the stronger the braking application, and ~~vice versa~~. The valve automatically handles the dumping and charging of the {{pll\|Air Brake System Overview\|brake pipe}}, to get to the desired cylinder pressure.		The self-lapping control valves are newer. With them, the control lever application directly corresponds to the {{pll\|Air Brake System Overview\|brake cylinder}} pressure, and is more beginner friendly. The further the lever is set in the “apply” direction, the stronger the braking application, and the further it's set in the "release" direction, the weaker the braking application. The valve automatically handles the dumping and charging of the {{pll\|Air Brake System Overview\|brake pipe}}, in order to get to the desired cylinder pressure.

	==== Non-Self-Lapping ==== <!--T:9-->		==== Non-Self-Lapping ==== <!--T:9-->

	<!--T:3-->		<!--T:3-->
	~~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.

	<!--T:10-->		<!--T:10-->
	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.

	<!--T:4-->		<!--T:4-->
	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.

	==== Monitoring ==== <!--T:11-->		==== Monitoring ==== <!--T:11-->
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	<!--T:7-->		<!--T:7-->
	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.
	</translate>		</translate>

	[[Category:Air Brake System\|2]]		[[Category:Air Brake System\|2]]

Slobodan: Marked this version for translation

2025-03-09T20:41:04Z

Marked this version for translation

← Older revision		Revision as of 20:41, 9 March 2025
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	There are two types of {{pll\|Air Brake System Overview\|compressed air brake system control valves}}: self-lapping and non-self-lapping.		There are two types of {{pll\|Air Brake System Overview\|compressed air brake system control valves}}: self-lapping and non-self-lapping.

	==== Self-Lapping ====		==== Self-Lapping ==== <!--T:8-->

	<!--T:2-->		<!--T:2-->
	Self-lapping control valves are newer. With them, the control lever corresponds to the {{pll\|Air Brake System Overview\|brake cylinder}} pressure, and is more beginner friendly. The further the lever is set in the “apply” direction, the stronger the braking application, and vice versa. The valve automatically handles the dumping and charging of the {{pll\|Air Brake System Overview\|brake pipe}}, to get to the desired cylinder pressure.		Self-lapping control valves are newer. With them, the control lever corresponds to the {{pll\|Air Brake System Overview\|brake cylinder}} pressure, and is more beginner friendly. The further the lever is set in the “apply” direction, the stronger the braking application, and vice versa. The valve automatically handles the dumping and charging of the {{pll\|Air Brake System Overview\|brake pipe}}, to get to the desired cylinder pressure.

	==== Non-Self-Lapping ====		==== Non-Self-Lapping ==== <!--T:9-->

	<!--T:3-->		<!--T:3-->
	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.		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.

			<!--T:10-->
	By control the brake pipe pressure, you indirectly set the cylinder pressure to the required amount.		By control the brake pipe pressure, you indirectly set the cylinder pressure to the required amount.

Line 19:		Line 20:
	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 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 ====		==== Monitoring ==== <!--T:11-->

	<!--T:5-->		<!--T:5-->
	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.		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.

	==== Conflicts ====		==== Conflicts ==== <!--T:12-->

	<!--T:7-->		<!--T:7-->

Slobodan: Flow

2025-03-09T20:40:55Z

Flow

← Older revision		Revision as of 20:40, 9 March 2025
Line 2:		Line 2:
	<translate>		<translate>
	<!--T:1-->		<!--T:1-->
	~~Depending on the motorized {{pll\|Rail Vehicle Types\|vehicle type}}, there~~ are two ~~ways to control the~~ {{pll\|\|Air Brake System Overview\|brake ~~pipe pressure~~}}: self-lapping and ~~the older,~~ non-self-lapping.		There are two types of {{pll\|Air Brake System Overview\|compressed air brake system control valves}}: self-lapping and non-self-lapping.

			==== Self-Lapping ====

	<!--T:2-->		<!--T:2-->
	~~On the self~~-lapping ~~systems~~, the ~~brake pipe pressure is handled automatically. The driver can set~~ the {{pll\|~~Train~~ Brake\|~~train~~ brake}} ~~lever to any position in a range~~. The further it is set in the “apply” direction, the stronger the braking ~~force~~, and vice versa. The valve automatically handles the dumping ~~or pressurizing~~ of the brake pipe ~~depending on~~ the ~~position of the lever~~.		Self-lapping control valves are newer. With them, the control lever corresponds to the {{pll\|Air Brake System Overview\|brake cylinder}} pressure, and is more beginner friendly. The further the lever is set in the “apply” direction, the stronger the braking application, and vice versa. The valve automatically handles the dumping and charging of the {{pll\|Air Brake System Overview\|brake pipe}}, to get to the desired cylinder pressure.

			==== Non-Self-Lapping ====

	<!--T:3-->		<!--T:3-->
	~~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.		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.

	<!--T:4-->		<!--T:4-->
	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.		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 ====

	<!--T:5-->		<!--T:5-->
	With both ~~brake~~ types~~, the~~ {{pll\|Monitoring\|~~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.

	~~<!--T:6-->~~		==== Conflicts ====
	Both systems are fairly simple to use, although self-lapping may be more intuitive to beginners. In simple terms, with self-lapping the control device sets the desired braking force, leaving it to the automatic valve to do the work, whereas with non-self-lapping the control device directly sets the braking force.

	<!--T:7-->		<!--T:7-->
	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~~ {{pll\|Brake Cutout\|~~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.
	</translate>		</translate>

	~~{{See also\|Air Brake System Overview\|Brake Cutout\|Monitoring\|Train Brake\|Independent Brake\|Brake Shoes}}~~
	[[Category:Air Brake System\|2]]		[[Category:Air Brake System\|2]]

Leko at 11:41, 7 March 2025

2025-03-07T11:41:37Z

← Older revision		Revision as of 11:41, 7 March 2025
Line 2:		Line 2:
	<translate>		<translate>
	<!--T:1-->		<!--T:1-->
	Depending on the motorized vehicle type, there are two ways to control the brake pipe pressure: self-lapping and the older, non-self-lapping.		Depending on the motorized {{pll\|Rail Vehicle Types\|vehicle type}}, there are two ways to control the {{pll\|\|Air Brake System Overview\|brake pipe pressure}}: self-lapping and the older, non-self-lapping.

	<!--T:2-->		<!--T:2-->
	On the self-lapping systems, the brake pipe pressure is handled automatically. The driver can set the train brake lever to any position in a range. The further it is set in the “apply” direction, the stronger the braking force, and vice versa. The valve automatically handles the dumping or pressurizing of the brake pipe depending on the position of the lever.		On the self-lapping systems, the brake pipe pressure is handled automatically. The driver can set the {{pll\|Train Brake\|train brake}} lever to any position in a range. The further it is set in the “apply” direction, the stronger the braking force, and vice versa. The valve automatically handles the dumping or pressurizing of the brake pipe depending on the position of the lever.

	<!--T:3-->		<!--T:3-->
Line 14:		Line 14:

	<!--T:5-->		<!--T:5-->
	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 brake types, the {{pll\|Monitoring\|driver can see}} exactly how much braking force they are applying by looking at the brake pipe and brake cylinder gauge needles.

	<!--T:6-->		<!--T:6-->
Line 20:		Line 20:

	<!--T:7-->		<!--T:7-->
	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 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 {{pll\|Brake Cutout\|brake cutout}} valves, which can be used to isolate certain vehicles from the brake system and resolve this conflict.
	</translate>		</translate>

	{{See also\|Air Brake System Overview\|Brake Cutout\|Monitoring\|Train Brake\|Independent Brake\|Brake Shoes}}		{{See also\|Air Brake System Overview\|Brake Cutout\|Monitoring\|Train Brake\|Independent Brake\|Brake Shoes}}
	[[Category:Air Brake System\|2]]		[[Category:Air Brake System\|2]]

Nenad: importing old manual

2025-02-28T15:57:53Z

importing old manual

← Older revision		Revision as of 15:57, 28 February 2025
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	<languages />		<languages />
	~~{{OldManualArticleNotice}}~~
	<translate>		<translate>
	<!--T:1-->		<!--T:1-->
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	{{See also\|Air Brake System Overview\|Brake Cutout\|Monitoring\|Train Brake\|Independent Brake\|Brake Shoes}}		{{See also\|Air Brake System Overview\|Brake Cutout\|Monitoring\|Train Brake\|Independent Brake\|Brake Shoes}}
	[[Category:Air Brake System]]		[[Category:Air Brake System\|2]]

Nenad: importing old manual

2025-02-28T15:29:22Z

importing old manual

New page

<languages />
{{OldManualArticleNotice}}
<translate>

Depending on the motorized vehicle type, there are two ways to control the brake pipe pressure: self-lapping and the older, non-self-lapping.


On the self-lapping systems, the brake pipe pressure is handled automatically. The driver can set the train brake lever to any position in a range. The further it is set in the “apply” direction, the stronger the braking force, and vice versa. The valve automatically handles the dumping or pressurizing of the brake pipe depending on the position of the lever.


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 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.


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.


Both systems are fairly simple to use, although self-lapping may be more intuitive to beginners. In simple terms, with self-lapping the control device sets the desired braking force, leaving it to the automatic valve to do the work, whereas with non-self-lapping the control device directly sets the braking force.


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.
</translate>

{{See also|Air Brake System Overview|Brake Cutout|Monitoring|Train Brake|Independent Brake|Brake Shoes}}
[[Category:Air Brake System]]