{"id":53466,"date":"2019-12-02T00:00:00","date_gmt":"2019-12-01T21:00:00","guid":{"rendered":"https:\/\/prohoster.info\/blog\/blog_prohoster\/pravda-o-zheleznodorozhnyh-tormozah-chast-2"},"modified":"2020-02-18T14:01:22","modified_gmt":"2020-02-18T11:01:22","slug":"pravda-o-zheleznodorozhnyh-tormozah-chast-2","status":"publish","type":"post","link":"https:\/\/prohoster.info\/cs\/blog\/news\/pravda-o-zheleznodorozhnyh-tormozah-chast-2","title":{"rendered":"Pravda o \u017eelezni\u010dn\u00edch brzd\u00e1ch: \u010d\u00e1st 2","gt_translate_keys":[{"key":"rendered","format":"text"}]},"content":{"rendered":"

Vid\u00edm, \u017ee prvn\u00ed<\/a><\/noindex>, historick\u00e1 \u010d\u00e1st m\u00e9ho vypr\u00e1v\u011bn\u00ed se publiku l\u00edbila, a proto nen\u00ed h\u0159\u00edch pokra\u010dovat.<\/p>\n

Vysokorychlostn\u00ed vlaky, jako je TGV, u\u017e se neobejdou bez pneumatick\u00fdch brzd.<\/i><\/p>\n

\"Pravda<\/p>\n

Dnes budeme mluvit o sou\u010dasnosti, konkr\u00e9tn\u011b o tom, jak\u00e9 p\u0159\u00edstupy k vytv\u00e1\u0159en\u00ed brzdov\u00fdch syst\u00e9m\u016f kolejov\u00fdch vozidel se pou\u017e\u00edvaj\u00ed ve 21. stolet\u00ed, kter\u00fd se za m\u011bs\u00edc do\u010dk\u00e1 sv\u00e9ho t\u0159ic\u00e1t\u00e9ho roku.
\n<\/a><\/noindex><\/p>\n

1. Klasifikace brzd kolejov\u00fdch vozidel<\/h1>\n

\nNa z\u00e1klad\u011b fyzik\u00e1ln\u00edho principu vytv\u00e1\u0159en\u00ed brzdn\u00e9 s\u00edly lze v\u0161echny \u017eelezni\u010dn\u00ed brzdy rozd\u011blit do dvou z\u00e1kladn\u00edch typ\u016f: frik\u010dn\u00ed<\/i>, vyu\u017e\u00edvaj\u00edc\u00ed t\u0159ec\u00ed s\u00edlu, a dynamick\u00e9<\/i>, vyu\u017e\u00edvaj\u00edc\u00ed ta\u017en\u00fd pohon pro vytvo\u0159en\u00ed brzdn\u00e9ho momentu.<\/p>\n

Mezi frik\u010dn\u00ed brzdy pat\u0159\u00ed kotou\u010dov\u00e9 brzdy v\u0161ech konstrukc\u00ed, v\u010detn\u011b diskov\u00fdch, a tak\u00e9 magnetorailov\u00e9 brzdy<\/i>, kter\u00e9 se pou\u017e\u00edvaj\u00ed na vysokorychlostn\u00ed mezim\u011bstsk\u00e9 doprav\u011b, p\u0159edev\u0161\u00edm v z\u00e1padn\u00ed Evrop\u011b. Na trati 1520 byl tento typ brzdy pou\u017eit v\u00fdhradn\u011b na elektrick\u00e9m vlaku ER200. Co se t\u00fd\u010de stejn\u00e9ho \"Sapsana\", R\u017dD se rozhodla vzd\u00e1t se pou\u017eit\u00ed magnetorailov\u00e9 brzdy na n\u011bm, p\u0159esto\u017ee prototyp tohoto elektrick\u00e9ho vlaku, n\u011bmeck\u00fd ICE3, je t\u00edmto typem brzdy vybaven.<\/p>\n

Podvozek vlaku ICE3 s magnetorailovou brzdou<\/i><\/p>\n

\"Pravda
\n
\nPodvozek vlaku \"Sapsan\"<\/i><\/p>\n

\"Pravda
\n
\nMezi dynamick\u00e9, p\u0159esn\u011bji \u0159e\u010deno elektrodynamick\u00e9 brzdy<\/i> pat\u0159\u00ed v\u0161echny brzdy, jejich\u017e \u00fa\u010dinek je zalo\u017een na p\u0159evodu ta\u017en\u00fdch elektromotor\u016f do gener\u00e1torov\u00e9ho re\u017eimu (rekupera\u010dn\u00ed<\/i> a reostatick\u00e9 brzdy<\/i>), a tak\u00e9 brzd\u011bn\u00ed protichem\u011bn\u00edm<\/i><\/p>\n

S rekupera\u010dn\u00ed a reostaterickou brzdou je v\u0161echno relativn\u011b jasn\u00e9 \u2014 motory se n\u011bjak\u00fdm zp\u016fsobem p\u0159ev\u00e1d\u011bj\u00ed do gener\u00e1torov\u00e9ho re\u017eimu, a v p\u0159\u00edpad\u011b rekuperace vrac\u00ed energii do kontaktn\u00ed s\u00edt\u011b, zat\u00edmco u reostatu se vznikl\u00e1 energie spaluje na speci\u00e1ln\u00edch rezistorech. Ob\u011b brzdy se pou\u017e\u00edvaj\u00ed jak na vlac\u00edch s lokomotivn\u00ed ta\u017enou silou, tak na motorov\u00fdch vozidlech, kde je elektrodynamick\u00e1 brzda hlavn\u00ed pracovn\u00ed brzdou, vzhledem k velk\u00e9mu po\u010dtu ta\u017en\u00fdch elektromotor\u016f rozlo\u017een\u00fdch po cel\u00e9m vlaku. Jedinou nev\u00fdhodou elektrodynamick\u00e9ho brzd\u011bn\u00ed (EDB) je nemo\u017enost zastaven\u00ed na \u00faplnou nulu. P\u0159i poklesu \u00fa\u010dinnosti EDB se automaticky p\u0159ep\u00edn\u00e1 na pneumatickou t\u0159ec\u00ed brzdu.<\/p>\n

Pokud jde o brzd\u011bn\u00ed zp\u011btn\u00fdm zapojen\u00edm, zaji\u0161\u0165uje brzd\u011bn\u00ed a\u017e do \u00fapln\u00e9ho zastaven\u00ed, proto\u017ee spo\u010d\u00edv\u00e1 v opa\u010dn\u00e9m b\u011bhu ta\u017en\u00e9ho motoru za j\u00edzdy. Tento re\u017eim je v\u0161ak v mnoha p\u0159\u00edpadech nouzov\u00fd \u2014 jeho norm\u00e1ln\u00ed pou\u017eit\u00ed m\u016f\u017ee v\u00e9st k po\u0161kozen\u00ed ta\u017en\u00e9ho pohonu. Pokud vezmeme p\u0159\u00edklad kolektorov\u00e9ho motoru, p\u0159i zm\u011bn\u011b polarity nap\u011bt\u00ed dod\u00e1van\u00e9ho na n\u011bj, proti-EH, vznikaj\u00edc\u00ed ve to\u010d\u00edc\u00edm se motoru, nen\u00ed ode\u010dtena ze zdrojov\u00e9ho nap\u011bt\u00ed, ale se s n\u00edm s\u010d\u00edt\u00e1 \u2014 kola se ot\u00e1\u010dej\u00ed stejn\u00fdm sm\u011brem jako v ta\u017en\u00e9m re\u017eimu! To vede k lavinov\u00e9mu n\u00e1r\u016fstu proudu, a to nejlep\u0161\u00ed, co se m\u016f\u017ee st\u00e1t \u2014 aktivuj\u00ed se elektrick\u00e9 ochrann\u00e9 za\u0159\u00edzen\u00ed.<\/p>\n

Z tohoto d\u016fvodu se na lokomotiv\u00e1ch a elektrick\u00fdch vlac\u00edch p\u0159ij\u00edmaj\u00ed ve\u0161ker\u00e1 opat\u0159en\u00ed k zamezen\u00ed zp\u011btn\u00e9ho zapojen\u00ed motor\u016f b\u011bhem j\u00edzdy. Reverzn\u00ed p\u00e1ka je mechanicky zablokov\u00e1na, kdy\u017e se ovlada\u010d strojvedouc\u00edho nach\u00e1z\u00ed v pohybov\u00fdch pozic\u00edch. A u stejn\u00fdch \"Sapsan\u016f\" a \"Lasto\u010dek\" oto\u010den\u00ed reverzn\u00edho p\u0159ep\u00edna\u010de p\u0159i rychlosti vy\u0161\u0161\u00ed ne\u017e 5 km\/h povede k okam\u017eit\u00e9mu nouzov\u00e9mu brzd\u011bn\u00ed.<\/p>\n

Nicm\u00e9n\u011b, n\u011bkter\u00e9 dom\u00e1c\u00ed lokomotivy, jako nap\u0159\u00edklad elektrick\u00fd vlak VL65, pou\u017e\u00edvaj\u00ed reverzn\u00ed brzd\u011bn\u00ed jako standardn\u00ed re\u017eim p\u0159i n\u00edzk\u00fdch rychlostech.<\/p>\n

Reverzn\u00ed brzd\u011bn\u00ed \u2014 standardn\u00ed re\u017eim zaji\u0161\u0165ovan\u00fd \u0159\u00eddic\u00edm syst\u00e9mem brzd\u011bn\u00ed na elektrick\u00e9m vlaku VL65.<\/i><\/p>\n

\"Pravda
\n
\nJe t\u0159eba \u0159\u00edci, \u017ee navzdory vysok\u00e9 efektivit\u011b elektromagnetick\u00e9ho brzd\u011bn\u00ed je ka\u017ed\u00fd vlak v\u017edy, zd\u016fraz\u0148uji \u2013 v\u017edy, vybaven pneumatickou brzdou automatick\u00e9ho typu, kter\u00e1 se aktivuje uvoln\u011bn\u00edm vzduchu z brzdov\u00e9 soustavy. Jak v Rusku, tak i ve sv\u011bt\u011b star\u00e9 dobr\u00e9 kotou\u010dov\u00e9 t\u0159ec\u00ed brzdy chr\u00e1n\u00ed bezpe\u010dnost j\u00edzd.<\/p>\n

Podle funk\u010dn\u00edho ur\u010den\u00ed se t\u0159ec\u00ed brzdy d\u011bl\u00ed na<\/p>\n

    \n
  1. Parkovac\u00ed, ru\u010dn\u00ed nebo automatick\u00e9<\/li>\n
  2. Vlakov\u00e9 \u2013 pneumatick\u00e9 (PT) nebo elektro-pneumatick\u00e9 (EPT) brzdy, kter\u00e9 se instaluj\u00ed na ka\u017edou jednotku \u017eelezni\u010dn\u00edho vozu a ovl\u00e1daj\u00ed se centralizovan\u011b z kabiny strojvedouc\u00edho.<\/li>\n
  3. Lokomotivn\u00ed \u2013 pneumatick\u00e9 p\u0159\u00edm\u00e9 brzdy ur\u010den\u00e9 pro zastaven\u00ed lokomotivy, ani\u017e by do\u0161lo k zastaven\u00ed soupravy. Ovl\u00e1daj\u00ed se odd\u011blen\u011b od vlakov\u00fdch brzd.<\/li>\n<\/ol>\n

    <\/p>\n

    2. Parkovac\u00ed brzda<\/h1>\n

    \nRu\u010dn\u00ed brzda s mechanick\u00fdm pohonem nezmizela z vozov\u00e9ho parku, je instalov\u00e1na jak na lokomotiv\u00e1ch, tak na vag\u00f3nech \u2013 jednodu\u0161e zm\u011bnila svoji funkci, a to na parkovac\u00ed brzdu, kter\u00e1 br\u00e1n\u00ed samovoln\u00e9mu pohybu vozidla v p\u0159\u00edpad\u011b \u00faniku vzduchu z jeho pneumatick\u00e9ho syst\u00e9mu. \u010cerven\u00e9 kolo, p\u0159ipom\u00ednaj\u00edc\u00ed lodn\u00ed kormidlo, je mechanismus ru\u010dn\u00ed brzdy, jedna z variant jej\u00ed konstrukce.<\/p>\n

    Kormidlo ru\u010dn\u00ed parkovac\u00ed brzdy v kabin\u011b elektrick\u00e9ho lokomotivu VL60pk<\/i><\/p>\n

    \"Pravda
    \n
    \nRu\u010dn\u00ed brzda v p\u0159eds\u00edni osobn\u00edho vag\u00f3nu<\/i><\/p>\n

    \"Pravda
    \n
    \nRu\u010dn\u00ed brzda na modern\u00edm n\u00e1kladn\u00edm vag\u00f3nu<\/i><\/p>\n

    \"Pravda
    \n
    \nRu\u010dn\u00ed brzda pomoc\u00ed mechanick\u00e9ho pohonu p\u0159itiskne k n\u00e1prav\u00e1m stejn\u00e9 desti\u010dky, kter\u00e9 se pou\u017e\u00edvaj\u00ed p\u0159i b\u011b\u017en\u00e9m brzd\u011bn\u00ed.<\/p>\n

    Na modern\u00edch vozidlech, konkr\u00e9tn\u011b na elektrick\u00fdch vlac\u00edch EVS1\/EVS2 \"Sapsan\", ES1 \"Lastochka\" a tak\u00e9 na elektrick\u00e9m lokomotivu EP20, je parkovac\u00ed brzda automatick\u00e1 a p\u0159itisknut\u00ed desti\u010dek k brzdov\u00fdm kotou\u010d\u016fm se prov\u00e1d\u00ed pru\u017einov\u00fdmi energetick\u00fdmi akumul\u00e1tory.<\/i>. \u010c\u00e1st kloubov\u00fdch mechanism\u016f, kter\u00e9 p\u0159itla\u010duj\u00ed brzdov\u00e9 desti\u010dky k brzdov\u00fdm kotou\u010d\u016fm, je vybavena v\u00fdkonn\u00fdmi pru\u017einami, p\u0159i\u010dem\u017e jsou tak siln\u00e9, \u017ee povolen\u00ed prob\u00edh\u00e1 pneumatick\u00fdm pohonem s tlakem 0,5 MPa. Pneumatick\u00fd pohon v tomto p\u0159\u00edpad\u011b p\u016fsob\u00ed proti pru\u017ein\u00e1m, kter\u00e9 p\u0159itla\u010duj\u00ed desti\u010dky. Ovl\u00e1d\u00e1n\u00ed takov\u00e9 parkovac\u00ed brzdy se prov\u00e1d\u00ed tla\u010d\u00edtky na ovl\u00e1dac\u00edm panelu strojvedouc\u00edho.<\/p>\n

    Tla\u010d\u00edtka pro ovl\u00e1d\u00e1n\u00ed parkovac\u00ed pru\u017einov\u00e9 brzdy (PPB) na elektrick\u00e9m vlaku ES1 \"L\u00ed\u0161ka\"<\/i><\/p>\n

    \"Pravda
    \n
    \nPodle sv\u00e9 konstrukce je takov\u00e1 brzda obdobn\u00e1 t\u00e9, kter\u00e1 se pou\u017e\u00edv\u00e1 na v\u00fdkonn\u00fdch n\u00e1kladn\u00edch vozidlech. Ale jako hlavn\u00ed brzda ve vlac\u00edch je takov\u00fd syst\u00e9m naprosto nevhodn\u00fd<\/b>, a pro\u010d, podrobn\u011b vysv\u011btl\u00edm po vypr\u00e1v\u011bn\u00ed o pr\u00e1ci vlakov\u00fdch pneumatick\u00fdch brzd.<\/p>\n

    3. Pneumatick\u00e9 brzdy n\u00e1kladn\u00edho typu<\/h1>\n

    \nKa\u017ed\u00fd n\u00e1kladn\u00ed v\u016fz je vybaven n\u00e1sleduj\u00edc\u00edm komplexem brzdov\u00e9ho za\u0159\u00edzen\u00ed<\/p>\n

    Brzdov\u00e9 za\u0159\u00edzen\u00ed n\u00e1kladn\u00edho vozu: 1 \u2014 brzdov\u00e1 spojovac\u00ed hadice; 2 \u2014 koncov\u00fd ventil; 3 \u2014 zastavovac\u00ed ventil; 5 \u2014 odlu\u010dova\u010d prachu; 6, 7, 9 \u2014 moduly vzduchov\u00e9ho rozd\u011blov\u00e1n\u00ed dle \u010d. 483; 8 \u2014 rozpojiteln\u00fd ventil; VR \u2014 vzduchov\u00fd rozd\u011blovatel; TM \u2014 brzdov\u00e1 trubka; ZR \u2014 z\u00e1sobn\u00ed n\u00e1dr\u017e; TC \u2014 brzdov\u00fd v\u00e1lec; AR \u2014 n\u00e1kladn\u00ed automatick\u00fd re\u017eim<\/i>
    \n\"Pravda
    \n
    \nBrzdov\u00e1 trubka<\/i> (TM) \u2014 trubka o pr\u016fm\u011bru 1,25» jdouc\u00ed pod\u00e9l cel\u00e9ho vozu, na konc\u00edch je vybavena koncov\u00fdmi ventily<\/i>, pro odd\u011blen\u00ed brzdov\u00e9 trubky p\u0159i odpojen\u00ed vozu p\u0159ed rozpojen\u00edm flexibiln\u00edch spojovac\u00edch hadic. V brzdov\u00e9 trubce se p\u0159i b\u011b\u017en\u00e9m re\u017eimu udr\u017euje takzvan\u00fd nab\u00edjec\u00ed<\/i> tlak v hodnot\u011b 0,50 \u2014 0,54 MPa, tak\u017ee rozpojovat hadice bez uzav\u0159en\u00ed koncov\u00fdch ventil\u016f je riskantn\u00ed z\u00e1le\u017eitost, kter\u00e1 m\u016f\u017ee doslova st\u00e1t v\u00e1s hlavu.<\/p>\n

    Z\u00e1soba vzduchu, kter\u00e1 je p\u0159\u00edmo dod\u00e1v\u00e1na do brzdov\u00fdch v\u00e1lc\u016f, se uchov\u00e1v\u00e1 v z\u00e1sobn\u00ed n\u00e1dr\u017ei<\/i> (ZR), jeho\u017e objem je v\u011bt\u0161inou 78 litr\u016f. Tlak v z\u00e1lo\u017en\u00ed n\u00e1dr\u017ei p\u0159esn\u011b odpov\u00edd\u00e1 tlaku v brzdov\u00e9 soustav\u011b. Ale ne, to nen\u00ed 0,50 \u2014 0,54 MPa. Jde o to, \u017ee takov\u00fd tlak bude v brzdov\u00e9 soustav\u011b na lokomotiv\u011b. A \u010d\u00edm d\u00e1l od lokomotivy, t\u00edm men\u0161\u00ed je tlak v brzdov\u00e9 soustav\u011b, proto\u017ee v n\u00ed nevyhnuteln\u011b existuj\u00ed net\u011bsnosti vedouc\u00ed k \u00fanik\u016fm vzduchu. Tak\u017ee tlak v brzdov\u00e9 soustav\u011b posledn\u00edho vozu ve vlaku bude o n\u011bco ni\u017e\u0161\u00ed ne\u017e nab\u00eddkov\u00fd. <\/p>\n

    Brzdov\u00fd v\u00e1lce<\/i>, a na v\u011bt\u0161in\u011b voz\u016f je pouze jeden, p\u0159i pln\u011bn\u00ed z rezervn\u00ed n\u00e1dr\u017ee p\u0159es brzdovou p\u00e1ku p\u0159itla\u010duje v\u0161echny oblo\u017eky na voze k kol\u016fm. Objem brzdov\u00e9ho v\u00e1lce je p\u0159ibli\u017en\u011b 8 litr\u016f, tak\u017ee p\u0159i pln\u00e9m br\u017ed\u011bn\u00ed se v n\u011bm tlak nastavuje na maxim\u00e1ln\u011b 0,4 MPa. Na tuto stejnou \u00farove\u0148 kles\u00e1 tlak i v z\u00e1lo\u017en\u00ed n\u00e1dr\u017ei.<\/p>\n

    Hlavn\u00ed \"\u010dinnou osobou\" v tomto syst\u00e9mu je vzduchov\u00fd rozvod<\/i>. Toto za\u0159\u00edzen\u00ed reaguje na zm\u011bnu tlaku v brzdov\u00e9 soustav\u011b, prov\u00e1d\u011bj\u00edc\u00ed ur\u010dit\u00e9 operace v z\u00e1vislosti na sm\u011bru a rychlosti zm\u011bny tohoto tlaku.<\/p>\n

    P\u0159i poklesu tlaku v brzdov\u00e9 soustav\u011b doch\u00e1z\u00ed k brzd\u011bn\u00ed. Ale ne p\u0159i ka\u017ed\u00e9m poklesu tlaku \u2014 sn\u00ed\u017een\u00ed tlaku by m\u011blo prob\u00edhat ur\u010ditou rychlost\u00ed, naz\u00fdvanou rychlost\u00ed slu\u017eebn\u00edho brzd\u011bn\u00ed<\/i>. Tato rychlost je zaji\u0161t\u011bna kohoutem strojv\u016fdce<\/i> v kabin\u011b lokomotivy a \u010din\u00ed od 0,01 do 0,04 MPa za sekundu. P\u0159i sni\u017eov\u00e1n\u00ed tlaku ni\u017e\u0161\u00ed rychlost\u00ed brzd\u011bn\u00ed nedoch\u00e1z\u00ed. To je provedeno, aby se zabr\u00e1nilo aktivaci brzd p\u0159i norm\u00e1ln\u00edch \u00fanik\u00e1ch z brzdov\u00e9 soustavy, stejn\u011b jako p\u0159i uvoln\u011bn\u00ed nadm\u011brn\u00e9ho tlaku, o \u010dem\u017e si pozd\u011bji pov\u00edme.<\/p>\n

    P\u0159i aktivaci vzduchov\u00e9ho rozvodu p\u0159i brzd\u011bn\u00ed prov\u00e1d\u00ed dodate\u010dn\u00e9 vybit\u00ed brzdov\u00e9 soustavy slu\u017eebn\u00ed rychlost\u00ed o hodnot\u011b 0,05 MPa. To je prov\u00e1d\u011bno, aby se zajistilo stabiln\u00ed sni\u017eov\u00e1n\u00ed tlaku po cel\u00e9 d\u00e9lce vlaku. Pokud se nedopln\u00ed vybit\u00ed, mohou posledn\u00ed vozy dlouh\u00e9ho vlaku v\u016fbec nezabrzdit. Dodate\u010dn\u00e9 vybit\u00ed brzdov\u00e9 soustavy prov\u00e1d\u011bj\u00ed v\u0161echny<\/b> modern\u00ed vzduchov\u00e9 rozvody, v\u010detn\u011b t\u011bch pro cestuj\u00edc\u00ed.<\/p>\n

    P\u0159i aktivaci na brzd\u011bn\u00ed vzduchov\u00fd rozd\u011blova\u010d odpojuje z\u00e1sobn\u00ed n\u00e1dr\u017e od brzdov\u00e9 soustavy a p\u0159ipojuje ji k brzdov\u00e9mu v\u00e1lci. Doch\u00e1z\u00ed k napln\u011bn\u00ed brzdov\u00e9ho v\u00e1lce. K tomu doch\u00e1z\u00ed p\u0159esn\u011b tak dlouho, jak dlouho prob\u00edh\u00e1 pokles tlaku v brzdov\u00e9 soustav\u011b. Jakmile se pokles tlaku v brzdov\u00e9 soustav\u011b zastav\u00ed, napln\u011bn\u00ed brzdov\u00e9ho v\u00e1lce se zastav\u00ed. Nast\u00e1v\u00e1 re\u017eim uzav\u0159en\u00ed<\/i>. Tlak, kter\u00fd se vytvo\u0159\u00ed v brzdov\u00e9m v\u00e1lci, z\u00e1vis\u00ed na dvou faktorech:<\/p>\n

      \n
    1. hloubce vybit\u00ed brzdov\u00e9 soustavy, co\u017e je velikost poklesu tlaku v n\u00ed v\u016f\u010di nab\u00edjec\u00edmu<\/li>\n
    2. re\u017eimu pr\u00e1ce vzduchov\u00e9ho rozd\u011blova\u010de<\/li>\n<\/ol>\n

      \nN\u00e1kladn\u00ed vzduchov\u00fd rozd\u011blova\u010d m\u00e1 t\u0159i provozn\u00ed re\u017eimy: nalo\u017een\u00fd (N), st\u0159edn\u00ed (S) a pr\u00e1zdn\u00fd (P). Tyto re\u017eimy se li\u0161\u00ed maxim\u00e1ln\u00edm tlakem, kter\u00fd se dosahuje v brzdov\u00fdch v\u00e1lc\u00edch. P\u0159ep\u00edn\u00e1n\u00ed mezi re\u017eimy se prov\u00e1d\u00ed ru\u010dn\u011b oto\u010den\u00edm speci\u00e1ln\u00edho ovlada\u010de re\u017eimu.<\/p>\n

      Pokud shrneme, tak z\u00e1vislost tlaku v brzdov\u00e9m v\u00e1lci na hloubce vybit\u00ed brzdov\u00e9 soustavy p\u0159i 483-vzduchov\u00e9m rozd\u011blova\u010di v r\u016fzn\u00fdch re\u017eimech vypad\u00e1 takto<\/p>\n

      \"Pravda
      \nNev\u00fdhodou pou\u017e\u00edv\u00e1n\u00ed re\u017eimov\u00e9ho sp\u00edna\u010de je, \u017ee pracovn\u00edk vlakov\u00e9 slu\u017eby mus\u00ed proj\u00edt cel\u00fdm vlakem, vyl\u00e9zt pod ka\u017ed\u00fd v\u016fz a p\u0159epnout re\u017eimov\u00fd sp\u00edna\u010d do po\u017eadovan\u00e9 polohy. Jak se \u0159\u00edk\u00e1, podle informac\u00ed z provozu, ne v\u017edy tomu tak b\u00fdv\u00e1. Nadm\u011brn\u00e9 napln\u011bn\u00ed brzdov\u00fdch v\u00e1lc\u016f na pr\u00e1zdn\u00e9m voze m\u016f\u017ee v\u00e9st k smyk\u016fm, sn\u00ed\u017een\u00ed \u00fa\u010dinnosti brzd\u011bn\u00ed a po\u0161kozen\u00ed kolov\u00fdch p\u00e1r\u016f. Aby se z t\u00e9to situace dostali, instaluj\u00ed na n\u00e1kladn\u00edch vozech mezi vzduchov\u00fdm rozd\u011blova\u010dem a brzdov\u00fdm v\u00e1lcem takzvan\u00fd autoregim<\/i> (AR), kter\u00fd mechanicky stanovuje hmotnost vozu a plynule reguluje maxim\u00e1ln\u00ed tlak v brzdov\u00e9m v\u00e1lci. Pokud je v\u016fz vybaven autoregimem, nastavuje se re\u017eimov\u00fd sp\u00edna\u010d na V\u0158 do polohy \u201enalo\u017een\u00fd\u201c.<\/p>\n

      Brzd\u011bn\u00ed se obvykle prov\u00e1d\u00ed postupn\u011b. Minim\u00e1ln\u00ed \u00farove\u0148 vypr\u00e1zdn\u011bn\u00ed brzdov\u00e9 soustavy pro VR483 bude 0,06 \u2013 0,08 MPa. P\u0159itom je v brzdov\u00fdch v\u00e1lc\u00edch nastavena tlak 0,1 MPa. Strojvedouc\u00ed nastav\u00ed ventil do polohy uz\u00e1v\u011bru, p\u0159i kter\u00e9 je v brzdov\u00e9 soustav\u011b udr\u017eov\u00e1na hodnota tlaku nastaven\u00e1 po brzd\u011bn\u00ed. Pokud brzdn\u00fd efekt z jedn\u00e9 \u00farovn\u011b nesta\u010d\u00ed, provede se dal\u0161\u00ed \u00farove\u0148. P\u0159i tom u\u017e vzduchov\u00fd rozd\u011blovac\u00ed ventil nez\u00e1le\u017e\u00ed na tom, jakou rychlost\u00ed se vypr\u00e1zdn\u011bn\u00ed prov\u00e1d\u00ed - p\u0159i sni\u017eov\u00e1n\u00ed tlaku jakoukoli rychlost\u00ed doch\u00e1z\u00ed k pln\u011bn\u00ed brzdov\u00fdch v\u00e1lc\u016f \u00fam\u011brn\u011b velikosti poklesu tlaku.<\/p>\n

      \u00dapln\u00e9 uvoln\u011bn\u00ed brzd (\u00fapln\u00e9 vypr\u00e1zdn\u011bn\u00ed brzdov\u00fdch v\u00e1lc\u016f na cel\u00e9m vlaku) se prov\u00e1d\u00ed zv\u00fd\u0161en\u00edm tlaku v brzdov\u00e9 soustav\u011b nad nab\u00edjec\u00ed. Zvl\u00e1\u0161t\u011b u n\u00e1kladn\u00edch vlak\u016f doch\u00e1z\u00ed k v\u00fdznamn\u00e9mu p\u0159ekro\u010den\u00ed tlaku v TMs nad nab\u00edjec\u00edm, aby tlakov\u00e1 vlna dos\u00e1hla i na posledn\u00ed vagony. \u00dapln\u00e9 uvoln\u011bn\u00ed brzd v n\u00e1kladn\u00edm vlaku je proces, kter\u00fd trv\u00e1 a m\u016f\u017ee zabrat a\u017e jednu minutu.<\/p>\n

      VR483 m\u00e1 dva re\u017eimy uvoln\u011bn\u00ed: rovinn\u00fd a horsk\u00fd. V rovinn\u00e9m re\u017eimu p\u0159i zv\u00fd\u0161en\u00ed tlaku v brzdov\u00e9 soustav\u011b doch\u00e1z\u00ed k \u00fapln\u00e9mu, bezstup\u0148ov\u00e9mu uvoln\u011bn\u00ed. V horsk\u00e9m re\u017eimu je mo\u017en\u00e9 stup\u0148ovit\u00e9 uvoln\u011bn\u00ed brzd, co\u017e nen\u00ed \u00fapln\u00e9 vypr\u00e1zdn\u011bn\u00ed brzdov\u00fdch v\u00e1lc\u016f. Tento re\u017eim se pou\u017e\u00edv\u00e1 p\u0159i j\u00edzd\u011b po slo\u017eit\u00e9m profilu s velk\u00fdmi sklony.<\/p>\n

      Vzduchov\u00fd rozd\u011blovac\u00ed ventil 483 je velmi zaj\u00edmav\u00e9 za\u0159\u00edzen\u00ed. Podrobn\u00e1 anal\u00fdza jeho konstrukce a funkce je t\u00e9matem pro samostatn\u00fd velk\u00fd \u010dl\u00e1nek. Zde jsme se pod\u00edvali na obecn\u00e9 principy fungov\u00e1n\u00ed n\u00e1kladn\u00ed brzdy.<\/p>\n

      3. Pneumatick\u00e9 brzdy typu pro cestuj\u00edc\u00ed<\/h1>\n

      \nBrzdn\u00e1 za\u0159\u00edzen\u00ed osobn\u00edho vozu: 1 \u2014 spojovac\u00ed hadice; 2 \u2014 koncov\u00fd ventil; 3, 5 \u2014 spojovac\u00ed krabice elektricko-pneumatick\u00e9 brzdy; 4 \u2014 stop ventil; 6 \u2014 hadice s veden\u00edm elektricko-pneumatick\u00e9 brzdy; 7 \u2014 izolovan\u00fd z\u00e1v\u011bs spojovac\u00ed hadice; 8 \u2014 sb\u011bra\u010d prachu; 9 \u2014 odvod k rozd\u011blovateli vzduchu; 10 \u2014 rozpojovac\u00ed ventil; 11 \u2014 pracovn\u00ed komora elektrick\u00e9ho rozd\u011blovatele vzduchu; TM \u2014 brzdov\u00e1 trasa; VR \u2014 rozd\u011blovatel vzduchu; EVR \u2014 elektrick\u00fd rozd\u011blovatel vzduchu; TC \u2014 brzdov\u00fd v\u00e1lec; ZR \u2014 rezervn\u00ed n\u00e1dr\u017e<\/i><\/p>\n

      \"Pravda
      \n
      \nNa prvn\u00ed pohled si v\u0161imnete v\u011bt\u0161\u00edho mno\u017estv\u00ed vybaven\u00ed, po\u010d\u00ednaje t\u00edm, \u017ee zde jsou t\u0159i stop ventily (po jednom v ka\u017ed\u00e9m p\u0159eds\u00edni a jeden v kup\u00e9 pr\u016fvodce), a kon\u010de t\u00edm, \u017ee dom\u00e1c\u00ed osobn\u00ed vozy jsou vybaveny jak pneumatick\u00fdmi, tak elektricko-pneumatick\u00fdmi brzdami<\/i> (EPB).<\/p>\n

      Pozorn\u00fd \u010dten\u00e1\u0159 si hned v\u0161imne hlavn\u00ed nev\u00fdhody pneumatick\u00e9ho \u0159\u00edzen\u00ed brzd \u2014 kone\u010dn\u00e1 rychlost \u0161\u00ed\u0159en\u00ed brzdn\u00e9 vlny, kter\u00e1 je omezena na rychlost zvuku. V praxi je tato rychlost ni\u017e\u0161\u00ed a dosahuje 280 m\/s p\u0159i slu\u017eebn\u00edm a 300 m\/s p\u0159i nouzov\u00e9m brzd\u011bn\u00ed. Nav\u00edc tato rychlost siln\u011b z\u00e1vis\u00ed na teplot\u011b vzduchu a v zim\u011b je nap\u0159\u00edklad ni\u017e\u0161\u00ed. Proto je v\u011b\u010dn\u00fd spole\u010dn\u00edk pneumatick\u00fdch brzd \u2014 nerovnom\u011brn\u00e1 \u00fa\u010dinnost jejich fungov\u00e1n\u00ed nap\u0159\u00ed\u010d soupravou.<\/p>\n

      Nerovnom\u011brn\u00e1 \u00fa\u010dinnost brzd\u011bn\u00ed vede k dv\u011bma v\u011bcem \u2014 vzniku zna\u010dn\u00fdch pod\u00e9ln\u00fdch reakc\u00ed ve vlaku a tak\u00e9 ke zv\u00fd\u0161en\u00ed brzdn\u00e9 dr\u00e1hy. Prvn\u00ed nen\u00ed pro osobn\u00ed vlaky tak charakteristick\u00e9, a\u010dkoliv sk\u00e1kaj\u00edc\u00ed na stole v kup\u00e9 n\u00e1doby s \u010dajem a jin\u00fdmi n\u00e1poji nikoho nepot\u011b\u0161\u00ed. Zv\u011bt\u0161en\u00ed brzdn\u00e9 dr\u00e1hy je v\u0161ak v\u00e1\u017en\u00fdm probl\u00e9mem, zejm\u00e9na v osobn\u00ed doprav\u011b.<\/p>\n

      Krom\u011b toho, dom\u00e1c\u00ed osobn\u00ed vzduchov\u00fd rozvod \u2014 jak star\u00fd typ \u010d. 292, tak nov\u00fd typ \u010d. 242 (kter\u00fdch, mimochodem, v parku osobn\u00edch vag\u00f3n\u016f st\u00e1le p\u0159ib\u00fdv\u00e1), ob\u011b tyto za\u0159\u00edzen\u00ed jsou p\u0159\u00edm\u00fdmi n\u00e1stupci zm\u00edn\u011bn\u00e9ho trojkov\u00e9ho ventilu Westinghouse a pracuj\u00ed na rozd\u00edlu dvou tlak\u016f \u2014 v brzdov\u00e9 soustav\u011b a rezervn\u00edm z\u00e1sobn\u00edku. Od trojkov\u00e9ho ventilu se li\u0161\u00ed p\u0159\u00edtomnost\u00ed re\u017eimu uzav\u0159en\u00ed, tedy mo\u017enost\u00ed krokov\u00e9ho brzd\u011bn\u00ed; p\u0159\u00edtomnost\u00ed dodate\u010dn\u00e9ho uvoln\u011bn\u00ed brzdov\u00e9 soustavy p\u0159i brzd\u011bn\u00ed; a p\u0159\u00edtomnost\u00ed ve konstrukci urychlova\u010de nouzov\u00e9ho brzd\u011bn\u00ed. Tyto vzduchov\u00e9 rozvody nezaji\u0161\u0165uj\u00ed krokov\u00e9 uvoln\u011bn\u00ed \u2014 poskytuj\u00ed okam\u017eit\u00e9 pln\u00e9 uvoln\u011bn\u00ed, jakmile tlak v brzdov\u00e9 soustav\u011b p\u0159ekro\u010d\u00ed tlak v rezervn\u00edm z\u00e1sobn\u00edku, kter\u00fd se tam ust\u00e1lil po brzd\u011bn\u00ed. Krokov\u00e9 uvoln\u011bn\u00ed je velmi u\u017eite\u010dn\u00e9 p\u0159i regulovan\u00fdch brzd\u011bn\u00edch pro p\u0159esn\u00e9 zastaven\u00ed u n\u00e1stupn\u00ed platformy.<\/p>\n

      Ob\u011b probl\u00e9my \u2014 nerovnom\u011brnost fungov\u00e1n\u00ed brzd a absence krokov\u00e9ho uvoln\u011bn\u00ed v rozchodu 1520 mm se \u0159e\u0161\u00ed instalac\u00ed vzduchov\u00e9ho rozvodu s elektrick\u00fdm \u0159\u00edzen\u00edm na vagony \u2014 elektrovzduchov\u00fd rozvod<\/i> (\u00c9VR), typ \u010d. 305.<\/p>\n

      Dom\u00e1c\u00ed EPT \u2014 elektricko-pneumatick\u00e1 brzda \u2014 p\u0159\u00edm\u00e9ho \u00fa\u010dinku, neautomatick\u00e9ho \u0159\u00edzen\u00ed. Na osobn\u00edch vlac\u00edch s lokomotivn\u00edm tahem EPT funguje na dvouvodi\u010dov\u00e9 sch\u00e9matu.<\/p>\n

      Strukturn\u00ed sch\u00e9ma dvouvodi\u010dov\u00e9ho EPT: 1 \u2014 \u0159\u00eddic\u00ed jednotka na klice strojvedouc\u00edho; 2 \u2014 akumul\u00e1torov\u00e1 baterie; 3 \u2014 statick\u00fd m\u011bni\u010d nap\u00e1jen\u00ed; 4 \u2014 panel kontroln\u00edch lamp; 5 \u2014 \u0159\u00eddic\u00ed blok; 6 \u2014 svorkov\u00e1 sk\u0159\u00ed\u0148; 7 \u2014 spojovac\u00ed hlavy na hadic\u00edch; 8 \u2014 izolovan\u00fd z\u00e1v\u011bs; 9 \u2014 polovodi\u010dov\u00fd ventil; 10 \u2014 uvol\u0148ovac\u00ed elektromagnetick\u00fd ventil; 11 \u2014 brzdov\u00fd elektromagnetick\u00fd ventil.<\/i>
      \n\"Pravda<\/p>\n

      Pod\u00e9l cel\u00e9ho vlaku vedou dva dr\u00e1ty: \u010d. 1 a \u010d. 2 na obr\u00e1zku. Na zadn\u00edm vagon\u011b jsou tyto dr\u00e1ty elektricky spojeny a v vznikl\u00e9m okruhu pou\u0161t\u011bj\u00ed st\u0159\u00eddav\u00fd proud o frekvenci 625 Hz. D\u011bl\u00e1 se to pro kontrolu integrity \u0159\u00edd\u00edc\u00ed linie EPT. P\u0159i p\u0159eru\u0161en\u00ed dr\u00e1tu se okruh st\u0159\u00eddav\u00e9ho proudu p\u0159eru\u0161\u00ed, strojvedouc\u00ed dostane sign\u00e1l ve form\u011b zhasnut\u00ed kontroln\u00ed lampy \"O\" (uvoln\u011bn\u00ed) v kabin\u011b.<\/p>\n

      Ovl\u00e1d\u00e1n\u00ed se prov\u00e1d\u00ed stejnosm\u011brn\u00fdm proudem r\u016fzn\u00e9 polarizace. V tomto p\u0159\u00edpad\u011b jsou kolejnice vodi\u010dem s nulov\u00fdm potenci\u00e1lem. P\u0159i p\u0159iveden\u00ed pozitivn\u00edho (ve vztahu k kolejnic\u00edm) nap\u011bt\u00ed na vodi\u010d EPT se aktivuj\u00ed oba elektromagnetick\u00e9 ventily um\u00edst\u011bn\u00e9 v elektro-pneumatick\u00e9m rozvad\u011b\u010di: ventila\u010dn\u00ed (OV) a brzdov\u00fd (TV). Prvn\u00ed z nich izoluje pracovn\u00ed komoru (RK) elektro-pneumatick\u00e9ho rozvad\u011b\u010de od atmosf\u00e9ry, druh\u00fd ji pln\u00ed ze z\u00e1lo\u017en\u00edho z\u00e1sobn\u00edku. D\u00e1le do akce vstupuje rel\u00e9 tlaku instalovan\u00e9 v EWR, kter\u00e9 pracuje na rozd\u00edlu tlak\u016f v pracovn\u00ed komo\u0159e a brzdov\u00e9m v\u00e1lci. P\u0159i p\u0159ekro\u010den\u00ed tlaku v RK nad tlakem v TC nast\u00e1v\u00e1 pln\u011bn\u00ed posledn\u00edho vzduchem ze z\u00e1lo\u017en\u00edho z\u00e1sobn\u00edku, a\u017e na tlak, kter\u00fd byl dosa\u017een v pracovn\u00ed komo\u0159e.<\/p>\n

      P\u0159i p\u0159iveden\u00ed z\u00e1porn\u00e9ho potenci\u00e1lu se brzdov\u00fd ventil vypne, proto\u017ee proud k n\u011bmu je p\u0159eru\u0161en diodou. Aktivn\u00edm z\u016fst\u00e1v\u00e1 pouze ventila\u010dn\u00ed ventil, kter\u00fd udr\u017euje tlak v pracovn\u00ed komo\u0159e. Tak se realizuje poloha uz\u00e1v\u011bru.<\/p>\n

      P\u0159i odpojen\u00ed nap\u011bt\u00ed ventila\u010dn\u00ed ventil ztr\u00e1c\u00ed nap\u00e1jen\u00ed a otv\u00edr\u00e1 pracovn\u00ed komoru do atmosf\u00e9ry. P\u0159i poklesu tlaku v pracovn\u00ed komo\u0159e rel\u00e9 tlaku uvol\u0148uje vzduch i z brzdov\u00fdch v\u00e1lc\u016f. Pokud po kr\u00e1tk\u00e9m uvoln\u011bn\u00ed op\u011bt nastav\u00edte p\u00e1ku strojvedouc\u00edho do polohy uz\u00e1v\u011bru, pokles tlaku v pracovn\u00ed komo\u0159e se zastav\u00ed a uvoln\u011bn\u00ed vzduchu z brzdov\u00e9ho v\u00e1lce se tak\u00e9 zastav\u00ed. T\u00edmto zp\u016fsobem se dosahuje mo\u017enosti stup\u0148ovit\u00e9ho uvoln\u011bn\u00ed brzdy.<\/p>\n

      Co se stane p\u0159i p\u0159eru\u0161en\u00ed vodi\u010de? Spr\u00e1vn\u011b \u2014 EPT se uvoln\u00ed. Proto tato brzda (na dom\u00e1c\u00edm vozov\u00e9m park) nen\u00ed automatick\u00e1. P\u0159i poru\u0161e EPT m\u00e1 strojvedouc\u00ed mo\u017enost p\u0159ej\u00edt na pneumatick\u00e9 ovl\u00e1d\u00e1n\u00ed brzd.<\/p>\n

      EPT se vyzna\u010duje sou\u010dasn\u00fdm pln\u011bn\u00edm brzdov\u00fdch v\u00e1lc\u016f a jejich vyprazd\u0148ov\u00e1n\u00edm po cel\u00e9m vlaku. Tempo pln\u011bn\u00ed a vyprazd\u0148ov\u00e1n\u00ed je pom\u011brn\u011b vysok\u00e9 \u2013 0,1 MPa za sekundu. EPT je nevy\u010derpatelnou brzdou, proto\u017ee p\u0159i jeho provozu je b\u011b\u017en\u00fd vzduchov\u00fd rozvod v re\u017eimu uvoln\u011bn\u00ed a z\u00e1sobuje rezervn\u00ed n\u00e1dr\u017ee z brzdov\u00e9 potrub\u00ed, kter\u00e9 je zase nap\u00e1jeno kohoutem strojvedouc\u00edho na lokomotiv\u011b z hlavn\u00edch n\u00e1dr\u017e\u00ed. Proto lze brzdit EPT jakoukoli frekvenc\u00ed, kter\u00e1 je pot\u0159ebn\u00e1 pro operativn\u00ed \u0159\u00edzen\u00ed brzd. Mo\u017enost stup\u0148ovit\u00e9ho uvoln\u011bn\u00ed umo\u017e\u0148uje velmi p\u0159esn\u011b a plynule \u0159\u00eddit rychlost vlaku.<\/p>\n

      Pneumatick\u00e9 \u0159\u00edzen\u00ed brzd osobn\u00edho vlaku se od brzd n\u00e1kladn\u00edho vlaku p\u0159\u00edli\u0161 neli\u0161\u00ed. Existuje rozd\u00edl v metod\u00e1ch \u0159\u00edzen\u00ed, nap\u0159\u00edklad uvoln\u011bn\u00ed pneumatick\u00e9 brzdy se prov\u00e1d\u00ed do nab\u00edjec\u00edho tlaku, bez jeho p\u0159ekro\u010den\u00ed. Obecn\u011b nadm\u011brn\u00e9 zvy\u0161ov\u00e1n\u00ed tlaku v brzdov\u00e9m potrub\u00ed osobn\u00edho vlaku m\u016f\u017ee zp\u016fsobit nep\u0159\u00edjemnosti, proto p\u0159i \u00fapln\u00e9m uvoln\u011bn\u00ed EPT se tlak v BM zvy\u0161uje maxim\u00e1ln\u011b o 0,02 MPa nad stanovenou hodnotu nab\u00edjec\u00edho tlaku.<\/p>\n

      Minim\u00e1ln\u00ed hloubka vybit\u00ed BM p\u0159i brzd\u011bn\u00ed na osobn\u00ed brzd\u011b \u010din\u00ed 0,04 \u2013 0,05 MPa, p\u0159i\u010dem\u017e v brzdov\u00fdch v\u00e1lc\u00edch vznik\u00e1 tlak 0,1 \u2013 0,15 MPa. Maxim\u00e1ln\u00ed tlak v brzdov\u00e9m v\u00e1lci osobn\u00edho vozu je omezen objemem rezervn\u00ed n\u00e1dr\u017ee a obvykle nep\u0159esahuje 0,4 MPa. <\/p>\n

      Z\u00e1v\u011br<\/h1>\n

      \nNyn\u00ed se obr\u00e1t\u00edm na n\u011bkter\u00e9 koment\u00e1tory, kter\u00e9 p\u0159ekvapuje (a podle mne dokonce i roz\u010diluje, ale to neberu jako fakt) slo\u017eitost vlakov\u00e9 brzdy. V koment\u00e1\u0159\u00edch se navrhuje aplikovat automobilov\u00e9 sch\u00e9ma s energetick\u00fdmi akumul\u00e1tory. Samoz\u0159ejm\u011b, \u017ee z pohovky, nebo po\u010d\u00edta\u010dov\u00e9ho k\u0159esla v kancel\u00e1\u0159i, p\u0159es okno prohl\u00ed\u017ee\u010de jsou mnoh\u00e9 probl\u00e9my viditeln\u011bj\u0161\u00ed a jejich \u0159e\u0161en\u00ed z\u0159ejm\u00e9, ale dovol\u00edm si poznamenat, \u017ee v\u011bt\u0161ina technick\u00fdch \u0159e\u0161en\u00ed p\u0159ijat\u00fdch ve skute\u010dn\u00e9m sv\u011bt\u011b m\u00e1 jasn\u00e9 opodstatn\u011bn\u00ed.<\/p>\n

      Jak ji\u017e bylo zm\u00edn\u011bno, hlavn\u00edm probl\u00e9mem pneumatick\u00fdch brzd ve vlaku je kone\u010dn\u00e1 rychlost pohybu skoku poklesu tlaku ve dlouh\u00e9 (a\u017e 1,5 km ve vlaku o 100 vozech) trubce brzdov\u00e9 soustavy \u2014 brzdov\u00e9 vlny. Pro urychlen\u00ed t\u00e9to brzdov\u00e9 vlny je pot\u0159eba dodate\u010dn\u00e9ho uvoln\u011bn\u00ed, kter\u00e9 prov\u00e1d\u00ed rozd\u011blovac\u00ed ventil. Nebude-li rozd\u011blovac\u00ed ventil, nebude ani dodate\u010dn\u00e9 uvoln\u011bn\u00ed. To znamen\u00e1, \u017ee brzdy na energetick\u00fdch akumul\u00e1torech budou z\u0159ejmn\u011b hor\u0161\u00ed v charakteristik\u00e1ch rovnom\u011brnosti fungov\u00e1n\u00ed, vracej\u00edce n\u00e1s do dob Westinghousa. N\u00e1kladn\u00ed vlak nen\u00ed n\u00e1kladn\u00ed automobil, zde plat\u00ed jin\u00e9 m\u011b\u0159\u00edtka, a tedy i jin\u00e9 principy \u0159\u00edzen\u00ed brzd. Jsem p\u0159esv\u011bd\u010den, \u017ee to nen\u00ed n\u00e1hoda, a sm\u011br sv\u011btov\u00e9 v\u011bdy o brzd\u00e1ch nevedl k takov\u00fdm konstrukc\u00edm bez d\u016fvodu. Bod.<\/p>\n

      Tento \u010dl\u00e1nek je jak\u00fdsi p\u0159ehled existuj\u00edc\u00edch brzdov\u00fdch syst\u00e9m\u016f na modern\u00edm vozov\u00e9m parku. D\u00e1le, v dal\u0161\u00edch \u010dl\u00e1nc\u00edch t\u00e9to s\u00e9rie, se podrobn\u011bji zam\u011b\u0159\u00edm na ka\u017ed\u00fd z nich. Zjist\u00edme, jak\u00e9 p\u0159\u00edstroje se pou\u017e\u00edvaj\u00ed pro \u0159\u00edzen\u00ed brzd, jak jsou sestaven\u00e9 rozd\u011blovac\u00ed ventily. Podrobn\u011bji se pod\u00edv\u00e1me na ot\u00e1zky rekupera\u010dn\u00edho a reostatick\u00e9ho brzd\u011bn\u00ed. A samoz\u0159ejm\u011b se pod\u00edv\u00e1me na brzdy vysokorychlostn\u00ed dopravy. T\u011b\u0161\u00edm se na setk\u00e1n\u00ed a d\u011bkuji za pozornost!<\/p>\n

      P.S.: P\u0159\u00e1tel\u00e9! Zvl\u00e1\u0161tn\u00ed pod\u011bkov\u00e1n\u00ed chci vyj\u00e1d\u0159it za \u0159adu osobn\u00edch zpr\u00e1v s uveden\u00edm chyb a p\u0159eklep\u016f v \u010dl\u00e1nku. Ano, jsem h\u0159\u00ed\u0161n\u00edk, kter\u00fd si neporad\u00ed s \u010desk\u00fdm jazykem a m\u00e1tl\u00edm na kl\u00e1ves\u00e1ch. Sna\u017eil jsem se opravit va\u0161e pozn\u00e1mky.
      \n
      Zdroj: habr.com<\/a><\/p>","protected":false,"gt_translate_keys":[{"key":"rendered","format":"html"}]},"excerpt":{"rendered":"

      \u0412\u0438\u0436\u0443, \u0447\u0442\u043e \u043f\u0435\u0440\u0432\u0430\u044f, \u0438\u0441\u0442\u043e\u0440\u0438\u0447\u0435\u0441\u043a\u0430\u044f \u0447\u0430\u0441\u0442\u044c \u043c\u043e\u0435\u0433\u043e \u043f\u043e\u0432\u0435\u0441\u0442\u0432\u043e\u0432\u0430\u043d\u0438\u044f \u043f\u0443\u0431\u043b\u0438\u043a\u0435 \u043f\u043e\u043d\u0440\u0430\u0432\u0438\u043b\u0430\u0441\u044c, \u0430 \u043f\u043e\u044d\u0442\u043e\u043c\u0443 \u043d\u0435 \u0433\u0440\u0435\u0445 \u0438 \u043f\u0440\u043e\u0434\u043e\u043b\u0436\u0438\u0442\u044c. \u0412\u044b\u0441\u043e\u043a\u043e\u0441\u043a\u043e\u0440\u043e\u0441\u0442\u043d\u044b\u0435 \u043f\u043e\u0435\u0437\u0434\u0430, \u0432\u0440\u043e\u0434\u0435 TGV \u0443\u0436\u0435 \u043d\u0435 \u043e\u0431\u0445\u043e\u0434\u044f\u0442\u0441\u044f \u043f\u043d\u0435\u0432\u043c\u0430\u0442\u0438\u0447\u0435\u0441\u043a\u0438\u043c \u0442\u043e\u0440\u043c\u043e\u0436\u0435\u043d\u0438\u0435\u043c \u0421\u0435\u0433\u043e\u0434\u043d\u044f \u043c\u044b \u043f\u043e\u0433\u043e\u0432\u043e\u0440\u0438\u043c \u043e \u0441\u043e\u0432\u0440\u0435\u043c\u0435\u043d\u043d\u043e\u0441\u0442\u0438, \u0430 \u0438\u043c\u0435\u043d\u043d\u043e \u043e \u0442\u043e\u043c, \u043a\u0430\u043a\u0438\u0435 \u043f\u043e\u0434\u0445\u043e\u0434\u044b \u043a \u0441\u043e\u0437\u0434\u0430\u043d\u0438\u044e \u0442\u043e\u0440\u043c\u043e\u0437\u043d\u044b\u0445 \u0441\u0438\u0441\u0442\u0435\u043c \u043f\u043e\u0434\u0432\u0438\u0436\u043d\u043e\u0433\u043e \u0441\u043e\u0441\u0442\u0430\u0432\u0430 \u0438\u0441\u043f\u043e\u043b\u044c\u0437\u0443\u044e\u0442\u0441\u044f \u0432 XXI \u0432\u0435\u043a\u0435, \u0431\u0443\u043a\u0432\u0430\u043b\u044c\u043d\u043e \u0447\u0435\u0440\u0435\u0437 \u043c\u0435\u0441\u044f\u0446 \u0440\u0430\u0437\u043c\u0435\u043d\u044f\u044e\u0449\u0435\u043c\u0443 \u0441\u0432\u043e\u0439 \u0442\u0440\u0435\u0442\u0438\u0439 \u0434\u0435\u0441\u044f\u0442\u043e\u043a. 1. \u041a\u043b\u0430\u0441\u0441\u0438\u0444\u0438\u043a\u0430\u0446\u0438\u044f \u0442\u043e\u0440\u043c\u043e\u0437\u043e\u0432 […]<\/p>\n","protected":false,"gt_translate_keys":[{"key":"rendered","format":"html"}]},"author":1,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[702],"tags":[],"class_list":["post-53466","post","type-post","status-publish","format-standard","hentry","category-news"],"aioseo_notices":[],"aioseo_head":"\n\t\t\n\t\n\t\n\t\n\t\n\t\t\n\t\t\n\t\t\n\t\t\n\t\t\n\t\t\n\t\t\n\t\t\n\t\t\n\t\t\n\t\t\n\t\t\n\t\t\n\t\t\n\t\t\n\t\t\n\n","aioseo_head_json":{"title":"\ud83e\udd47Pravda o \u017eelezni\u010dn\u00edch brzd\u00e1ch: \u010d\u00e1st 2 | ProHoster","description":"Vid\u00edm, \u017ee prvn\u00ed, historick\u00e1 \u010d\u00e1st m\u00e9ho vypr\u00e1v\u011bn\u00ed se ve\u0159ejnosti l\u00edbila, a proto nen\u00ed na \u0161kodu pokra\u010dovat. 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