<\/a><\/noindex><\/p>\n1. Historia e shfaqjes s\u00eb frenit pneumatik<\/h1>\n \nDetyra e menaxhimit t\u00eb \u00e7do transporti p\u00ebrfshin rregullimin e shpejt\u00ebsis\u00eb s\u00eb tij. Transporti hekurudhor nuk \u00ebsht\u00eb p\u00ebrjashtim; p\u00ebr m\u00eb tep\u00ebr, karakteristikat e tij konstruktive sjellin nuanca t\u00eb r\u00ebnd\u00ebsishme n\u00eb k\u00ebt\u00eb proces. Nj\u00eb train p\u00ebrb\u00ebhet nga nj\u00eb num\u00ebr i madh vagonesh t\u00eb lidhur ngusht, dhe sistemi i formuar ka nj\u00eb gjat\u00ebsi dhe pesh\u00eb t\u00eb konsiderueshme me nj\u00eb shpejt\u00ebsi mjaft t\u00eb lart\u00eb.<\/p>\n
Sipas definicionit, frenat jan\u00eb nj\u00eb kompleks pajisjesh t\u00eb destinuara p\u00ebr t\u00eb krijuar forca rezistenciale artificiale, t\u00eb rregullueshme, t\u00eb p\u00ebrdorura p\u00ebr nj\u00eb reduktim t\u00eb kontrolluar t\u00eb shpejt\u00ebsis\u00eb s\u00eb l\u00ebvizjes s\u00eb mjetit t\u00eb transportit.<\/i><\/p>\n
M\u00ebnyra m\u00eb e dukshme, e cila \u00ebsht\u00eb p\u00ebrreth, p\u00ebr t\u00eb krijuar forc\u00ebn frenues \u00ebsht\u00eb p\u00ebrdorimi i forc\u00ebs s\u00eb f\u00ebrkimit. Q\u00eb nga fillimi e deri n\u00eb dit\u00ebt e sotme, p\u00ebrdoret frenimi me k\u00ebll\u00ebf\u00eb. Pajisjet speciale \u2014 k\u00ebll\u00ebf\u00ebt frenues, t\u00eb b\u00ebra nga materiale me koeficient t\u00eb lart\u00eb f\u00ebrkimi, mekanikisht shtypen ndaj sip\u00ebrfaqes s\u00eb rrotull\u00ebs (ose ndaj disk\u00ebve t\u00eb ve\u00e7ant\u00eb t\u00eb instaluar n\u00eb boshtin e \u00e7ift rrotullues). Nd\u00ebrmjet k\u00ebll\u00ebf\u00ebve dhe rrot\u00ebs krijohet nj\u00eb forc\u00eb f\u00ebrkimi, e cila krijon momentin frenues.<\/p>\n
shtypjes frenues<\/i>. \u00c7\u00ebshtja \u00ebsht\u00eb vet\u00ebm se \u00e7far\u00eb lloj nxit\u00ebsi p\u00ebrdoret p\u00ebr t\u00eb shtypur k\u00ebll\u00ebf\u00ebt, dhe historia e frenave \u00ebsht\u00eb, pjes\u00ebrisht, historia e zhvillimit t\u00eb k\u00ebtij nxit\u00ebsi.<\/p>\n
Frenat e para hekurudhor\u00eb ishin mekanik\u00eb dhe ishin aktivizuar manualisht, ve\u00e7mas n\u00eb \u00e7do vagon nga njer\u00ebz t\u00eb ve\u00e7ant\u00eb \u2014 frenuesit ose konduktor\u00ebt. Konduktor\u00ebt ndodheshin n\u00eb ashtuquajturat platforma frenimi, t\u00eb cilat ishin t\u00eb pajisura n\u00eb \u00e7do vagon dhe aktivizuan frenat sipas sinjalit t\u00eb lokomotiv\u00ebs. Shk\u00ebmbimi i sinjaleve midis lokomotiv\u00ebs dhe konduktor\u00ebve b\u00ebhej p\u00ebrmes nj\u00eb litar t\u00eb ve\u00e7ant\u00eb sinjalesh, i tendosur p\u00ebrgjat\u00eb t\u00ebr\u00eb trenit, i cili aktivizonte nj\u00eb frog\u00eb t\u00eb ve\u00e7ant\u00eb.<\/p>\n
Nj\u00eb vagon i vjet\u00ebr me dy os\u00eb me nj\u00eb platform\u00eb frenimi. E dukshme teli i frenimit manual<\/i>
Zhvillimi i m\u00ebtejsh\u00ebm i frenave k\u00ebrkonte, s\u00eb pari, rritjen e shtypjes s\u00eb frenave dhe, s\u00eb dyti, mund\u00ebsin\u00eb e menaxhimit t\u00eb saj n\u00eb distanc\u00eb mbi t\u00eb gjitha vagona nga vendi i pun\u00ebs i lokomotiv\u00ebs.<\/p>\n
Nxit\u00ebsi hidraulik, i p\u00ebrdorur n\u00eb frenat e automjeteve, ka marr\u00eb popullaritet t\u00eb gjer\u00eb p\u00ebr shkak se ofron shtypje t\u00eb lart\u00eb n\u00eb p\u00ebrmasa kompakte t\u00eb pajisjeve ekzekutuese. Megjithat\u00eb, duke p\u00ebrdorur nj\u00eb sistem t\u00eb till\u00eb n\u00eb nj\u00eb tren do t\u00eb shfaqet disavantazhi i tij kryesor: nevoja p\u00ebr nj\u00eb medium t\u00eb ve\u00e7ant\u00eb t\u00eb pun\u00ebs \u2014 l\u00ebngun frenues, rrjedhja e t\u00eb cilit \u00ebsht\u00eb e papranueshme. Gjat\u00ebsia e madhe e vijave hidraulike t\u00eb frenimit n\u00eb tren, s\u00eb bashku me k\u00ebrkesat e larta p\u00ebr ndershm\u00ebrin\u00eb e tyre, e b\u00ebjn\u00eb t\u00eb pamundur dhe jo efektive krijimin e nj\u00eb freni hekurudhor hidraulik.<\/p>\n
Nj\u00eb tjet\u00ebr rast \u00ebsht\u00eb nxit\u00ebsi pneumatik. P\u00ebrdorimi i ajrit me presion t\u00eb lart\u00eb lejon t\u00eb arrihen shtypje t\u00eb larta t\u00eb frenave me p\u00ebrmasa t\u00eb pranueshme t\u00eb pajisjeve ekzekutuese \u2014 cilindrat frenues. Nuk ka munges\u00eb n\u00eb mediat e pun\u00ebs \u2014 ajri rreth nesh, dhe edhe n\u00ebse ndodhin rrjedhje t\u00eb medies s\u00eb pun\u00ebs nga sistemi i frenimit (dhe kjo ndodhe gjithmon\u00eb), ajo mund t\u00eb plot\u00ebsohet mjaft leht\u00eb.<\/p>\n
Sistemi m\u00eb i thjesht\u00eb i frenimit, q\u00eb p\u00ebrdor energjin\u00eb e ajrit t\u00eb kompresuar \u00ebsht\u00eb freni direkt joautomatik<\/i><\/p>\n
Skema e frenit manual t\u00eb drejtp\u00ebrdrejt\u00eb jo-automatik: 1 \u2014 kompresori; 2 \u2014 rezervuari kryesor; 3 \u2014 linja ushqyese; 4 \u2014 krani i trenit t\u00eb shoferit; 5 \u2014 linja e frenimit; 6 \u2014 cilindri i frenimit; 7 \u2014 springs e lirimit; 8, 9 \u2014 transmetimi mekanik i frenimit; 10 \u2014 ndihma e frenimit.<\/i>rezervuari kryesor<\/i> (2). Shtypja e ajrit n\u00eb rezervuarin kryesor dhe ruajtja e nj\u00eb presioni t\u00eb vazhduesh\u00ebm aty b\u00ebhet nga kompresori<\/i> (1), i cili aktivizohet nga instalacioni energjetik i lokomotiv\u00ebs. Furnizimi me aj\u00ebr t\u00eb kompresuar p\u00ebr instrumentet e menaxhimit t\u00eb frenimit b\u00ebhet p\u00ebrmes nj\u00eb tubacioni t\u00eb ve\u00e7ant\u00eb, t\u00eb quajtur linja ushqyese (P\u041c)<\/i> ose linja me presion<\/i> (3). <\/p>\n
Menaxhimi i frenave t\u00eb vagon\u00ebve dhe furnizimi me aj\u00ebr t\u00eb kompresuar n\u00eb to b\u00ebhet p\u00ebrmes nj\u00eb tubacioni t\u00eb gjat\u00eb q\u00eb kalon p\u00ebr t\u00ebr\u00eb trenin dhe quhet linja e frenimit (T\u041c)<\/i> (5). Kur ajri i kompresuar d\u00ebrgohet n\u00eb T\u041c, ai mbush cilindrat e frenimit (\u0422\u0426)<\/i> (6) t\u00eb lidhur drejtp\u00ebrdrejt me T\u041c. Ajri i kompresuar shtyp pistonin, duke shtypur ndihmat e frenimit 10 n\u00eb rrotulla, si n\u00eb lokomotiv\u00eb ashtu edhe n\u00eb vagon\u00eb. Kjo shkakton frenimin. <\/p>\n
P\u00ebr ndalimin e frenimit, dmth. lirimin<\/i> e frenave, \u00ebsht\u00eb e nevojshme q\u00eb ajri t\u00eb lirohet nga linja e frenimit n\u00eb atmosfer\u00eb, q\u00eb do t\u00eb \u00e7oj\u00eb n\u00eb kthimin e mekanizmave t\u00eb frenimit n\u00eb pozitat e tyre fillestare fal\u00eb forc\u00ebs s\u00eb springs e lirimit, t\u00eb vendosura n\u00eb \u0422\u0426.<\/p>\n
P\u00ebr frenimin \u00ebsht\u00eb e nevojshme t\u00eb lidhet linja e frenimit (T\u041c) me linj\u00ebn ushqyese (P\u041c). P\u00ebr lirimin \u2014 t\u00eb lidhen linja e frenimit me atmosfer\u00ebn. K\u00ebto funksione kryhen nga nj\u00eb pajisje t\u00eb ve\u00e7ant\u00eb \u2014 krani i trenit t\u00eb shoferit<\/i> (4) \u2014 n\u00eb frenim ai lidh P\u041c dhe T\u041c, gjat\u00eb lirimit \u2014 ndan k\u00ebto tubacione, nj\u00ebkoh\u00ebsisht duke liruar ajrin nga T\u041c n\u00eb atmosfer\u00eb.<\/p>\n
N\u00eb nj\u00eb sistem t\u00eb till\u00eb ka edhe nj\u00eb pozitat e tret\u00eb, t\u00eb nd\u00ebrmjetme t\u00eb kranit t\u00eb shoferit \u2014 ndalimi<\/i> kur P\u041c dhe T\u041c jan\u00eb ndar\u00eb, por lan\u00e7imi i ajrit nga T\u041c n\u00eb atmosfer\u00eb nuk ndodh \u2014 krani i shoferit e izolon at\u00eb plot\u00ebsisht. Presioni i grumbulluar n\u00eb T\u041c dhe \u0422\u0426 ruhet dhe koha e mbajtjes s\u00eb saj n\u00eb nivel t\u00eb vendosur p\u00ebrcaktohet nga sasia e rrjedhjeve t\u00eb ajrit p\u00ebrmes sakt\u00ebsive t\u00eb ndryshme, si dhe q\u00ebndrueshm\u00ebria termike e ndihmave t\u00eb frenimit, q\u00eb nxehen gjat\u00eb f\u00ebrkimit me bandazhe rrotullash. Vendosja n\u00eb nd\u00ebrprerje si n\u00eb frenim ashtu edhe n\u00eb lirimin lejon rregullimin e forc\u00ebs s\u00eb frenimit n\u00eb shkall\u00eb. Ky frenim siguron si frenim t\u00eb shkall\u00ebs ashtu edhe lirimin e shkall\u00ebs.<\/p>\n
Pavar\u00ebsisht thjesht\u00ebsis\u00eb s\u00eb k\u00ebtij sistemi, frenat kan\u00eb nj\u00eb defekt t\u00eb r\u00ebnd\u00ebsish\u00ebm \u2014 gjat\u00eb ndarjes s\u00eb trenit, ndodh nj\u00eb nd\u00ebrprerje e tubacionit t\u00eb frenave, ajri del dhe treni mbetet pa frenim. Pik\u00ebrisht p\u00ebr k\u00ebt\u00eb arsye, ky tip frene nuk mund t\u00eb p\u00ebrdoret n\u00eb transportin hekurudhor, pasi \u00e7mimi i d\u00ebshtimit t\u00eb tij \u00ebsht\u00eb shum\u00eb i lart\u00eb. Edhe pa nd\u00ebrprerjet e trenit, n\u00eb rastin e nj\u00eb rrjedhje t\u00eb madhe ajri, efektiviteti i frenave do t\u00eb reduktohet. <\/p>\n
Duke u bazuar n\u00eb t\u00eb gjitha k\u00ebto, lind k\u00ebrkesa q\u00eb frenimi i trenit t\u00eb niset jo nga rritja, por nga ulja e presionit n\u00eb TM. Por si t\u00eb mbushim cilindrat e frenave? Kjo jep nj\u00eb k\u00ebrkes\u00eb t\u00eb dyt\u00eb \u2014 n\u00eb \u00e7do nj\u00ebsin\u00eb l\u00ebviz\u00ebse t\u00eb trenit duhet t\u00eb ruhet nj\u00eb rezerv\u00eb ajri t\u00eb kompresuar, e cila duhet t\u00eb plot\u00ebsohet menj\u00ebher\u00eb pas \u00e7do frenimi.<\/p>\n
K\u00ebto p\u00ebrfundime i arriti mendja inxhinierike e fundit t\u00eb shekullit t\u00eb 19-t\u00eb, e cila shprehi n\u00eb krijimin nga George Westinghouse n\u00eb vitin 1872 t\u00eb fren\u00ebs s\u00eb par\u00eb automatike hekurudhore.<\/p>\n
Struktura e fren\u00ebs s\u00eb Westinghouse: 1 \u2014 kompresori; 2 \u2014 rezervuari kryesor; 3 \u2014 tubacioni i furnizimit; 4 \u2014 krani i trenit nga shoferi; 5 \u2014 tubacioni i frenave; 6 \u2014 shp\u00ebrndar\u00ebsi i ajrit (ventili trefrak); 7 \u2014 cilindri i frenave; 8 \u2014 rezervuari i rezerv\u00ebs; 9 \u2014 krani i ndalimit.<\/i>
N\u00eb ilustrim \u00ebsht\u00eb paraqitur struktura e k\u00ebsaj freni (ilustrimi a \u2014 funksionimi i fren\u00ebs gjat\u00eb lirimit; b \u2014 funksionimi i fren\u00ebs gjat\u00eb frenimit). Elementi kryesor i fren\u00ebs s\u00eb Westinghouse \u00ebsht\u00eb shp\u00ebrndar\u00ebsi i ajrit t\u00eb frenave<\/i> ose, si\u00e7 i quajn\u00eb ndonj\u00ebher\u00eb, ventili trefrak<\/i>. Ky shp\u00ebrndar\u00ebs ajri (6) ka nj\u00eb organ ndjesor \u2014 piston, i cili punon mbi ndryshimin e dy presioneve \u2014 n\u00eb tubacionin e frenave (TM) dhe n\u00eb rezervuarin rezerv\u00eb (ZR). N\u00ebse presioni n\u00eb TM b\u00ebhet m\u00eb i vog\u00ebl se n\u00eb ZR, pistoni zhvendoset n\u00eb t\u00eb majt\u00eb, duke hapur rrug\u00ebn p\u00ebr ajrin nga ZR n\u00eb TC. N\u00ebse presioni n\u00eb TM b\u00ebhet m\u00eb i madh se ai n\u00eb ZR \u2014 pistoni zhvendoset n\u00eb t\u00eb djatht\u00eb, duke lidhur TC me atmosfer\u00ebn, dhe nj\u00ebkoh\u00ebsisht lidh TM dhe ZR, duke siguruar mbushjen e k\u00ebtij t\u00eb fundit me aj\u00ebr t\u00eb kompresuar nga TM.<\/p>\n
Pra, gjat\u00eb uljes s\u00eb presionit n\u00eb TM p\u00ebr \u00e7do arsye, qoft\u00eb veprimi i shoferit, rrjedhja e tepruar e ajrit nga TM ose ndarja e trenit \u2014 frenat do t\u00eb funksionojn\u00eb. K\u00ebshtu, k\u00ebto frenat kan\u00eb automatik\u00ebn e veprimit<\/i>. Ky ve\u00e7ori i fren\u00ebs le permiti\u00f3 t\u00eb shtonte nj\u00eb mund\u00ebsi tjet\u00ebr p\u00ebr menaxhimin e frenave t\u00eb trenit, e cila p\u00ebrdoret ende sot n\u00eb trenat e pasagjer\u00ebve \u2014 ndalimi i menj\u00ebhersh\u00ebm i trenit nga pasagjeri, duke lidhur tubacionin e frenave me atmosfer\u00ebn p\u00ebrmes nj\u00eb ventili t\u00eb ve\u00e7ant\u00eb \u2014 krani i ndalimit<\/i> (9). <\/p>\n
At the same time, those familiar with this feature of train brake systems find it amusing to watch movies where cowboy thieves deftly detach a gold cargo car from a train. For such a feat to be possible, cowboys must first shut off the end cocks on the brake line, which disconnect the brake system from the connecting hoses between the cars. However, they never do this. On the other hand, closed end cocks have often caused horrific accidents related to brake failures, both here (Kamenka in 1987, Yeral-Sim in 2011) and abroad.<\/p>\n
Because the filling of brake cylinders occurs from a secondary source of compressed air (the backup reservoir), without the possibility of constant replenishment, such a brake is called non-direct acting<\/i>. The charging of the brake cylinders with compressed air occurs only when the brake is released, leading to a situation where during frequent braking followed by release, and with insufficient time allowed after release, the cylinders do not charge to the required pressure. This can lead to complete brake depletion and loss of control over the train's brakes.<\/p>\n
The pneumatic brake has another drawback related to the fact that the drop in pressure in the brake line, like any disturbance in an air medium, propagates at a high but still finite speed \u2014 no more than 340 m\/s. Why not more? Because the speed of sound is the ideal case. However, in the pneumatic system of a train, there are several obstacles that reduce the speed of the pressure drop wave, linked to air flow resistance. Therefore, unless special measures are taken, the rate of pressure drop in the system will be lower the further the car is from the locomotive. In the case of the Westinghouse brake, the speed of the so-called brake wave<\/i> does not exceed 180 - 200 m\/s.<\/p>\n
Nevertheless, the introduction of the pneumatic brake allowed for an increase in both braking power and the operational management of it directly from the driver's seat. This served as a powerful impetus for the development of rail transport, increasing train speeds and weights, resulting in a colossal increase in freight turnover on the railroads and the growth of railway line lengths worldwide.<\/p>\n
George Westinghouse was not only an inventor but also a savvy businessman. He patented his invention back in 1869, which allowed him to launch mass production of braking equipment. Quite rapidly, the Westinghouse brake became widely used in the United States, Western Europe, and the Russian Empire.<\/p>\n
N\u00eb Rusi, frenat e Westinghouse sunduan pa asnj\u00eb rival deri n\u00eb Revolutionin Tetor, dhe madje p\u00ebr nj\u00eb koh\u00eb t\u00eb gjat\u00eb pas saj. Kompania 'Westinghouse' nd\u00ebrtoi fabrik\u00ebn e frenave n\u00eb Sh\u00ebn Petersburg dhe gjithashtu \u00e7oi p\u00ebrjashtimin e konkurrent\u00ebve nga tregu rus. Megjithat\u00eb, frenat e Westinghouse kishin disa disavantazhe thelb\u00ebsore. <\/p>\n
S\u00eb pari, ky fren ofronte vet\u00ebm dy m\u00ebnyra funksionimi: frenim<\/i> deri n\u00eb mbushjen e plot\u00eb t\u00eb cilindrave t\u00eb frenave, dhe \u00e7liromi<\/i> \u2014 boshatisja e cilindrave t\u00eb frenave. Krijimi i nj\u00eb vler\u00eb t\u00eb nd\u00ebrmjetme t\u00eb shtypjes s\u00eb frenimit me mbajtjen e saj t\u00eb gjat\u00eb ishte i pamundur, q\u00eb do t\u00eb thot\u00eb se n\u00eb frenin e Westinghouse mungonte m\u00ebnyra emb\u00eblsimit<\/i>. Kjo nuk lejonte realizimin e kontrollit t\u00eb sakt\u00eb t\u00eb shpejt\u00ebsis\u00eb s\u00eb trenit.<\/p>\n
S\u00eb dyti, frenat e Westinghouse nuk funksiononin mir\u00eb n\u00eb trenat e gjat\u00eb, dhe n\u00ebse n\u00eb trafik passenger me k\u00ebt\u00eb mund t\u00eb ishim ndonj\u00ebher\u00eb t\u00eb k\u00ebnaqur, n\u00eb transportin e ngarkesave lindnin probleme. E mbani mend val\u00ebn frenues? Epo, frenat e Westinghouse nuk kishin mjete p\u00ebr t\u00eb rritur shpejt\u00ebsin\u00eb e saj, dhe n\u00eb nj\u00eb tren t\u00eb gjat\u00eb zvog\u00eblimi i presionit n\u00eb TM n\u00eb vagoni e fundit mund t\u00eb fillonte shum\u00eb von\u00eb, dhe gjithashtu me nj\u00eb rit\u00ebm t\u00eb duksh\u00ebm m\u00eb t\u00eb ul\u00ebt se n\u00eb kok\u00ebn e trenit, gj\u00eb q\u00eb krijonte nj\u00eb papajtueshm\u00ebri t\u00eb \u00e7uditshme n\u00eb aktivizimin e pajisjeve t\u00eb frenave n\u00eb p\u00ebrmbajtje.<\/p>\n
Duhet th\u00ebn\u00eb se e gjith\u00eb veprimtaria e kompanis\u00eb \u00abWestinghouse\u00bb, si n\u00eb Rusin\u00eb e asaj kohe, ashtu edhe n\u00eb bot\u00ebn, ishte e ngopur me arom\u00ebn kapitaliste t\u00eb luft\u00ebrave t\u00eb patentave dhe konkurrenc\u00ebs jomeritoze. Kjo siguronte nj\u00eb jet\u00eb kaq t\u00eb gjat\u00eb p\u00ebr nj\u00eb sistem kaq t\u00eb pap\u00ebrsosur, t\u00eb pakt\u00ebn n\u00eb at\u00eb periudh\u00eb historike.<\/p>\n
Megjithat\u00eb, duhen pranuar se ferra e Westinghouse-it vendosi themelet e shkenc\u00ebs s\u00eb frenave dhe parimi i veprimit t\u00eb tij mbetet i pandryshuar n\u00eb frena moderne t\u00eb mjeteve t\u00eb transportit.<\/p>\n
2. Nga frenat e Westinghouse-it te frenat e Matrosov-it \u2014 zhvillimi i shkenc\u00ebs ruse t\u00eb frenave.<\/h1>\n Praktikisht menj\u00ebher\u00eb pas shfaqjes s\u00eb frenave t\u00eb Westinghouse-it dhe njohjes s\u00eb disavantazheve t\u00eb tij, filluan p\u00ebrpjekjet p\u00ebr p\u00ebrmir\u00ebsimin e k\u00ebtij sistemi, ose p\u00ebr krijimin e nj\u00eb sistemi tjet\u00ebr, thelb\u00ebsisht t\u00eb ri. Vendi yn\u00eb nuk ishte p\u00ebrjashtim. N\u00eb fillim t\u00eb shekullit XX, Rusia kishte nj\u00eb rrjet t\u00eb zhvilluar hekurudhor, q\u00eb luante nj\u00eb rol t\u00eb r\u00ebnd\u00ebsish\u00ebm n\u00eb sigurimin e zhvillimit ekonomik dhe mbrojtjes s\u00eb vendit. Rritja eefektivitetit t\u00eb transportit lidhet me rritjen e shpejt\u00ebsis\u00eb s\u00eb tij dhe mas\u00ebs s\u00eb ngarkes\u00ebs q\u00eb transportohet nj\u00ebher\u00ebsh, k\u00ebshtu q\u00eb ngriheshin me ngut pyetje p\u00ebr p\u00ebrmir\u00ebsimin e sistemeve t\u00eb frenave. <\/p>\n
Nj\u00eb nxitje e r\u00ebnd\u00ebsishme p\u00ebr zhvillimin e shkenc\u00ebs s\u00eb frenave n\u00eb RSFSR dhe m\u00eb von\u00eb n\u00eb Bashkimin Sovjetik ishte dob\u00ebsimi i ndikimit t\u00eb kapitalit t\u00eb madh per\u00ebndimor, ve\u00e7an\u00ebrisht t\u00eb kompanis\u00eb \u00abWestinghouse\u00bb, mbi zhvillimin e industris\u00eb hekurudhore ruse pas tetorit 1917. <\/p>\n
F.P. Kazantsev (majtas) dhe I.K. Matrosov (djathtas) \u2014 krijuesit e frenave hekurudhore ruse<\/i>frenave automatik\u00eb me veprim t\u00eb drejtp\u00ebrdrejt\u00eb.<\/i>Skema e m\u00ebposhtme p\u00ebrshkruan t\u00eb gjitha idet\u00eb kryesore, t\u00eb sjella jo vet\u00ebm nga Kazantsev, dhe detyra e saj \u00ebsht\u00eb t\u00eb shpjegoj\u00eb parimet themelore t\u00eb funksionimit t\u00eb frenave automatike t\u00eb p\u00ebrmir\u00ebsuara.<\/p>\n
Freni automatik i drejtp\u00ebrdrejt\u00eb: 1 \u2014 kompresori; 2 \u2014 rezervuari kryesor; 3 \u2014 magjistralja e furnizimit; 4 \u2014 krani i trenit t\u00eb drejtuesit; 5 \u2014 pajisja e furnizimit p\u00ebr rrjedhjet e magjistral\u00ebs s\u00eb frenave; 6 \u2014 magjistralja e frenave; 7 \u2014 lidh\u00ebsit e frenave; 8 \u2014 krani p\u00ebrfundimtar; 9 \u2014 krani i ndalimit; 10 \u2014 ventili i kthimit; 11 \u2014 rezervuari rezerv\u00eb; 12 \u2014 shp\u00ebrndar\u00ebsi i ajrit; 13 \u2014 cilindri i frenave; 14 \u2014 transmetimi i leverd\u00ebzve t\u00eb frenave.<\/i>rezervuari eqlatues<\/i> (UR). Ai \u00ebsht\u00eb paraqitur n\u00eb vizatimin n\u00eb t\u00eb djatht\u00eb t\u00eb kranit t\u00eb drejtuesit (4) dhe sip\u00ebr pajisjes s\u00eb furnizimit p\u00ebr rrjedhjet nga TM (5). T\u00eb sigurosh densitetin e k\u00ebtij rezervuari \u00ebsht\u00eb teknikisht shum\u00eb m\u00eb e leht\u00eb se sa densiteti i magjistral\u00ebs s\u00eb frenave \u2014 tubave q\u00eb arrijn\u00eb n\u00eb gjat\u00ebsi kilometrike dhe q\u00eb kalojn\u00eb n\u00ebp\u00ebr t\u00ebr\u00eb trenin. Stabiliteti relativ i presionit n\u00eb UR lejon t\u00eb mbash presionin n\u00eb TM, duke p\u00ebrdorur presionin n\u00eb UR si shkak. E v\u00ebrteta, pistoni n\u00eb pajisjen (5) kur ulet presioni n\u00eb TM zbret posht\u00eb, duke hapur ventilin, duke mbushur TM nga magjistralja e furnizimit, dhe k\u00ebshtu, duke mbajtur n\u00eb TM nj\u00eb presion, i barabart\u00eb me presionin n\u00eb UR. K\u00ebsaj ideje do t\u2019i duhej edhe nj\u00eb rrug\u00eb e gjat\u00eb zhvillimi, por tani presioni n\u00eb TM nuk varej nga prania e rrjedhjeve t\u00eb jashtme prej saj (deri n\u00eb kufij t\u00eb njohur). Pajisja 5 u transferua n\u00eb kranin e drejtuesit dhe mbetet n\u00eb t\u00eb, n\u00eb nj\u00eb form\u00eb t\u00eb modifikuar, deri n\u00eb dit\u00ebt e sotme.<\/p>\n
Nj\u00eb ide tjet\u00ebr e r\u00ebnd\u00ebsishme, q\u00eb q\u00ebndron n\u00eb baz\u00eb t\u00eb nd\u00ebrtimit t\u00eb k\u00ebtij lloji t\u00eb frenave, \u00ebsht\u00eb furnizimi i ZR nga TM p\u00ebrmes ventilit t\u00eb kthimit 10. Kur presioni n\u00eb TM e tejkalon presionin n\u00eb ZR, ky ventil hapet, duke mbushur ZR nga TM. K\u00ebshtu ndodh pastrimi i vazhduesh\u00ebm i rrjedhjeve nga rezervuari rezerv\u00eb dhe sigurohet pa shterrshm\u00ebria e frenave.<\/p>\n
Ideja e tret\u00eb e r\u00ebnd\u00ebsishme e propozuar nga Kazantsev \u00ebsht\u00eb ndarja e ajrit, e cila punon jo me dy presione, por me tre - presionin n\u00eb sistemin e frenave, presionin n\u00eb cilindrin e frenave dhe presionin n\u00eb nj\u00eb dhom\u00eb pune t\u00eb specializuar (RK), e cila, kur lirohet, furnizohet me presion nga sistemi i frenave, s\u00eb bashku me rezervuarin e mbetur. Gjat\u00eb gjendjes s\u00eb frenimit, RK ndahet nga rezervuari i mbetur dhe sistemi i frenave, duke ruajtur nivelin e presionit fillestar t\u00eb ngarkes\u00ebs. Ky ve\u00e7or\u00eb p\u00ebrdoret gjer\u00ebsisht n\u00eb frenat e mjeteve t\u00eb l\u00ebvizshme p\u00ebr t\u00eb siguruar nj\u00eb lirim t\u00eb graduar, si dhe p\u00ebr t\u00eb menaxhuar uniformitetin e mbushjes s\u00eb TC p\u00ebrgjat\u00eb trenit n\u00eb trenat e ngarkesave, pasi dhoma e pun\u00ebs sh\u00ebrben si referenc\u00eb p\u00ebr presionin fillestar t\u00eb ngarkes\u00ebs. Duke u bazuar n\u00eb nivelin e saj, mund t\u00eb sigurohet nj\u00eb lirim gradues dhe t\u00eb organizohet nj\u00eb mbushje m\u00eb e hershme e TC n\u00eb vagon\u00ebt e prapm\u00eb. P\u00ebr nj\u00eb p\u00ebrshkrim t\u00eb detajuar t\u00eb k\u00ebtyre gj\u00ebrave do ta l\u00eb p\u00ebr artikuj t\u00eb tjer\u00eb mbi k\u00ebt\u00eb tem\u00eb, p\u00ebr momentin do t\u00eb thosha vet\u00ebm se punimet e Kazantsev sh\u00ebrbyen si nj\u00eb nxitje p\u00ebr zhvillimin e nj\u00eb shkolle t\u00eb shkenc\u00ebs n\u00eb vendin ton\u00eb, e cila \u00e7oi n\u00eb zhvillimin e sistemeve origjinale t\u00eb frenave p\u00ebr mjetet e l\u00ebvizshme.<\/p>\n
Nj\u00eb shpik\u00ebs tjet\u00ebr sovjetik, i cili ndikoi n\u00eb m\u00ebnyr\u00eb t\u00eb r\u00ebnd\u00ebsishme n\u00eb zhvillimin e frenave t\u00eb mjeteve t\u00eb l\u00ebvizshme vendas, ishte Ivan Konstantinovich Matrosov. Idet\u00eb e tij, n\u00eb thelb, nuk ndryshonin nga ato t\u00eb Kazantsev, megjithat\u00eb provat e m\u00ebvonshme operative t\u00eb sistemeve t\u00eb frenave t\u00eb Kazantsev dhe Matrosov (s\u00eb bashku me sistemi t\u00eb tjera t\u00eb frenave) treguan nj\u00eb superioritet t\u00eb konsideruesh\u00ebm t\u00eb sistemit t\u00eb dyt\u00eb n\u00eb aspektin e karakteristikave operuese, sidomos n\u00eb trenat e ngarkesave. K\u00ebshtu, frena e Matrosov me ndar\u00ebsin e ajrit, kodi nr. 320, u b\u00eb baza p\u00ebr zhvillimin e m\u00ebtejsh\u00ebm dhe projektimin e pajisjeve t\u00eb frenave t\u00eb hekurudhave me gjer\u00ebsi 1520 milimetra. Freni automatik modern, q\u00eb p\u00ebrdoret n\u00eb Rusi dhe vendet e tjera t\u00eb CIS, me t\u00eb drejt\u00eb mund t\u00eb mbaj\u00eb emrin e fren\u00ebs s\u00eb Matrosov, pasi ka p\u00ebrthithur, n\u00eb faz\u00ebn fillestare t\u00eb zhvillimit t\u00eb tij, idet\u00eb dhe zgjidhjet konstruktive t\u00eb Ivan Konstantinovich.<\/p>\n
N\u00eb vend t\u00eb p\u00ebrfundimit<\/h1>\n \nCili \u00ebsht\u00eb p\u00ebrfundimi? Puna mbi k\u00ebt\u00eb artikull m\u00eb bind se tema meriton nj\u00eb cik\u00ebl artikujsh. N\u00eb k\u00ebt\u00eb artikull pilot, prekim historin\u00eb e zhvillimit t\u00eb frenave t\u00eb mjeteve t\u00eb l\u00ebvizshme. N\u00eb t\u00eb ardhmen do t\u00eb kalojm\u00eb n\u00eb detaje t\u00eb ngrohta, duke prekur jo vet\u00ebm frenat vendas, por edhe zhvillimet e koleg\u00ebve tan\u00eb nga Evropa Per\u00ebndimore, duke ndri\u00e7uar ndarjen e frenave t\u00eb llojeve dhe sh\u00ebrbimeve t\u00eb ndryshme t\u00eb mjeteve t\u00eb l\u00ebvizshme. Shpresoj q\u00eb tema t\u00eb jet\u00eb interesante dhe deri n\u00eb takimin e ardhsh\u00ebm n\u00eb habr! <\/p>\n
Faleminderit p\u00ebr v\u00ebmendjen tuaj!habr.com<\/a><\/p>","protected":false,"gt_translate_keys":[{"key":"rendered","format":"html"}]},"excerpt":{"rendered":"\u041a\u0438\u043d\u0435\u0442\u0438\u0447\u0435\u0441\u043a\u0430\u044f \u044d\u043d\u0435\u0440\u0433\u0438\u044f \u00ab\u0421\u0430\u043f\u0441\u0430\u043d\u0430\u00bb \u043d\u0430 \u043c\u0430\u043a\u0441\u0438\u043c\u0430\u043b\u044c\u043d\u043e\u0439 \u0441\u043a\u043e\u0440\u043e\u0441\u0442\u0438 \u2014 \u0441\u0432\u044b\u0448\u0435 1500 \u043c\u0435\u0433\u0430\u0434\u0436\u043e\u0443\u043b\u0435\u0439. \u0414\u043b\u044f \u043f\u043e\u043b\u043d\u043e\u0439 \u043e\u0441\u0442\u0430\u043d\u043e\u0432\u043a\u0438 \u0432\u0441\u044f \u043e\u043d\u0430 \u0434\u043e\u043b\u0436\u043d\u0430 \u0431\u044b\u0442\u044c \u0440\u0430\u0441\u0441\u0435\u044f\u043d\u0430 \u043d\u0430 \u0442\u043e\u0440\u043c\u043e\u0437\u043d\u044b\u0445 \u0443\u0441\u0442\u0440\u043e\u0439\u0441\u0442\u0432\u0430\u0445 \u0411\u044b\u043b\u043e \u0434\u0435\u043b\u043e, \u043f\u0440\u043e\u0441\u0438\u043b\u0438 \u043c\u0435\u043d\u044f \u043f\u043e\u043f\u043e\u0434\u0440\u043e\u0431\u043d\u0435\u0435 \u0440\u0430\u0441\u043a\u0440\u044b\u0442\u044c \u044d\u0442\u0443 \u0442\u0435\u043c\u0443 \u0438\u043c\u0435\u043d\u043d\u043e \u0437\u0434\u0435\u0441\u044c, \u043d\u0430 \u0425\u0430\u0431\u0440\u0435. \u0417\u0434\u0435\u0441\u044c \u043f\u0443\u0431\u043b\u0438\u043a\u0443\u0435\u0442\u0441\u044f \u0434\u043e\u0432\u043e\u043b\u044c\u043d\u043e \u043c\u043d\u043e\u0433\u043e \u043e\u0431\u0437\u043e\u0440\u043d\u044b\u0445 \u0441\u0442\u0430\u0442\u0435\u0439 \u043d\u0430 \u0436\u0435\u043b\u0435\u0437\u043d\u043e\u0434\u043e\u0440\u043e\u0436\u043d\u0443\u044e \u0442\u0435\u043c\u0430\u0442\u0438\u043a\u0443, \u043e\u0434\u043d\u0430\u043a\u043e \u0434\u0430\u043d\u043d\u0430\u044f \u0442\u0435\u043c\u0430 \u0435\u0449\u0435 \u043d\u0435 \u043e\u0441\u0432\u0435\u0449\u0430\u043b\u0430\u0441\u044c \u043f\u043e\u0434\u0440\u043e\u0431\u043d\u043e. \u0414\u0443\u043c\u0430\u044e, \u0447\u0442\u043e \u0431\u044b\u043b\u043e \u0431\u044b \u0434\u043e\u0432\u043e\u043b\u044c\u043d\u043e \u0438\u043d\u0442\u0435\u0440\u0435\u0441\u043d\u043e […]<\/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-53465","post","type-post","status-publish","format-standard","hentry","category-novosti-interneta"],"aioseo_notices":[],"aioseo_head":"\n\t\t\n\t
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