Lapping/pt-br - Revision history

FuzzyBot: Updating to match new version of source page

2025-03-17T17:03:48Z

Updating to match new version of source page

← Older revision		Revision as of 17:03, 17 March 2025
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	<div lang="en" dir="ltr" class="mw-content-ltr">		<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.		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>

	<div lang="en" dir="ltr" class="mw-content-ltr">		<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~~.		By controlling the brake pipe pressure, you indirectly control the cylinder pressure, and thus, brake application.
	</div>		</div>

	<div lang="en" dir="ltr" class="mw-content-ltr">		<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>		</div>

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	<div lang="en" dir="ltr" class="mw-content-ltr">		<div lang="en" dir="ltr" class="mw-content-ltr">
	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.
	</div>		</div>

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

FuzzyBot: Updating to match new version of source page

2025-03-09T20:41:27Z

Updating to match new version of source page

← Older revision		Revision as of 20:41, 9 March 2025
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	<languages />		<languages />
			<div class="mw-translate-fuzzy">
	Dependendo do veículo motorizado, existem duas formas de controlar a pressão do tubo de freio: auto-regulada e a mais antiga, não-auto-regulada.		Dependendo do veículo motorizado, existem duas formas de controlar a pressão do tubo de freio: auto-regulada e a mais antiga, não-auto-regulada.
			</div>

			<div lang="en" dir="ltr" class="mw-content-ltr">
			==== Self-Lapping ====
			</div>

			<div class="mw-translate-fuzzy">
	Nos sistemas de auto-regulagem, a pressão do tubo de freio é controlada automaticamente. O maquinista pode colocar a alavanca do freio do trem em qualquer posição. Quanto mais longe estiver na direção "aplicar", mais forte será a força de frenagem, e vice-versa. A válvula lida automaticamente com o descarregamento ou pressurização do tubo de freio, dependendo da posição da alavanca.		Nos sistemas de auto-regulagem, a pressão do tubo de freio é controlada automaticamente. O maquinista pode colocar a alavanca do freio do trem em qualquer posição. Quanto mais longe estiver na direção "aplicar", mais forte será a força de frenagem, e vice-versa. A válvula lida automaticamente com o descarregamento ou pressurização do tubo de freio, dependendo da posição da alavanca.
			</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">		<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>

	<div lang="en" dir="ltr" class="mw-content-ltr">		<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>

	<div lang="en" dir="ltr" class="mw-content-ltr">		<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>		</div>

	~~Ambos os sistemas são bastante simples de usar, embora a auto~~-~~regulagem possa ser mais intuitiva para iniciantes. Em termos simples, com auto~~-regulagem, o dispositivo de controle define a força de frenagem desejada, deixando para a válvula automática fazer o trabalho, enquanto com não-auto-regulagem, o dispositivo de controle define diretamente a força de frenagem.		<div lang="en" dir="ltr" class="mw-content-ltr">
			==== Conflicts ====
			</div>

	<div lang="en" dir="ltr" class="mw-content-ltr">		<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>		</div>

	~~{{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 existing translations

2025-02-28T17:06:25Z

Importing existing translations

New page

<languages />
Dependendo do veículo motorizado, existem duas formas de controlar a pressão do tubo de freio: auto-regulada e a mais antiga, não-auto-regulada.

Nos sistemas de auto-regulagem, a pressão do tubo de freio é controlada automaticamente. O maquinista pode colocar a alavanca do freio do trem em qualquer posição. Quanto mais longe estiver na direção "aplicar", mais forte será a força de frenagem, e vice-versa. A válvula lida automaticamente com o descarregamento ou pressurização do tubo de freio, dependendo da posição da alavanca.

<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.
</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.
</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.
</div>

Ambos os sistemas são bastante simples de usar, embora a auto-regulagem possa ser mais intuitiva para iniciantes. Em termos simples, com auto-regulagem, o dispositivo de controle define a força de frenagem desejada, deixando para a válvula automática fazer o trabalho, enquanto com não-auto-regulagem, o dispositivo de controle define diretamente a força de frenagem.

<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.
</div>

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