<\/a><\/noindex><\/p>\n1. Historia e shfaqjes s\u00eb frenave pneumatike<\/h1>\n \nDetyra e menaxhimit t\u00eb \u00e7do transporti p\u00ebrfshin rregullimin e shpejt\u00ebsis\u00eb s\u00eb tij t\u00eb l\u00ebvizjes. Transporti hekurudhor nuk \u00ebsht\u00eb p\u00ebrjashtim, p\u00ebr m\u00eb tep\u00ebr, karakteristikat e tij ndihmojn\u00eb n\u00eb k\u00ebt\u00eb proces me nuanca t\u00eb r\u00ebnd\u00ebsishme. Nj\u00eb tren p\u00ebrb\u00ebhet nga nj\u00eb num\u00ebr t\u00eb madh vagon\u00ebsh t\u00eb lidhur me nj\u00ebri-tjetrin dhe sistemi i krijuar ka nj\u00eb gjat\u00ebsi dhe pesh\u00eb t\u00eb konsiderueshme me nj\u00eb shpejt\u00ebsi t\u00eb konsiderueshme l\u00ebvizjeje.<\/p>\n
Sipas p\u00ebrkufizimit, frenat jan\u00eb nj\u00eb kompleks pajisjesh t\u00eb dizajnuara p\u00ebr t\u00eb krijuar forca artificiale, t\u00eb rregullueshme t\u00eb rezistenc\u00ebs, t\u00eb p\u00ebrdorura p\u00ebr zvog\u00eblimin e kontrolluar t\u00eb shpejt\u00ebsis\u00eb s\u00eb l\u00ebvizjes s\u00eb mjeteve t\u00eb transportit.<\/i><\/p>\n
M\u00ebnyra m\u00eb e dukshme e krijimit t\u00eb forc\u00ebs s\u00eb frenimit \u00ebsht\u00eb p\u00ebrdorimi i forc\u00ebs s\u00eb f\u00ebrkimit. Q\u00eb nga fillimet deri sot, p\u00ebrdoren frenat e fshirjes. Pajisjet speciale \u2014 fshesat e frenave, t\u00eb b\u00ebra nga materiale me koeficient t\u00eb lart\u00eb f\u00ebrkimi, mekanikisht shtyhen n\u00eb sip\u00ebrfaqen e rrot\u00ebs (ose n\u00eb disqe speciale t\u00eb vendosura n\u00eb boshtin e \u00e7iftit t\u00eb rrotave). Mes fshesave dhe rrot\u00ebs krijohet nj\u00eb forc\u00eb f\u00ebrkimi, q\u00eb prodhon momentin e frenimit.<\/p>\n
shtypjes s\u00eb frenave<\/i>. \u00c7\u00ebshtja \u00ebsht\u00eb vet\u00ebm se \u00e7far\u00eb mekanizmi p\u00ebrdoret p\u00ebr t\u00eb shtypur fshesat, dhe historia e frenave, pjes\u00ebrisht, \u00ebsht\u00eb historia e zhvillimit t\u00eb k\u00ebtij mekanizmi.<\/p>\n
Frenat e para t\u00eb hekurudhave ishin mekanik dhe aktivizoheshin manualisht, ve\u00e7 e ve\u00e7 p\u00ebr \u00e7do vagon nga njer\u00ebz t\u00eb ve\u00e7ant\u00eb \u2014 frenuesit ose konduktor\u00ebt. Konduktor\u00ebt ndodheshin n\u00eb ato q\u00eb quheshin plataforma frenimi, t\u00eb cilat ishin t\u00eb pajisura n\u00eb \u00e7do vagon, dhe aktivizonin frenat sipas sinjalit t\u00eb makinerit t\u00eb lokomotiv\u00ebs. Shk\u00ebmbimi i sinjaleve mes makinerit dhe konduktor\u00ebve realizohej me ndihm\u00ebn e nj\u00eb litarit sinjalizues, t\u00eb shtrir\u00eb gjat\u00eb gjith\u00eb trenit, q\u00eb aktivizonte nj\u00eb bilbil t\u00eb ve\u00e7ant\u00eb.<\/p>\n
Nj\u00eb vagon t\u00eb vjet\u00ebr dyaksor ngarkese me nj\u00eb platform\u00eb frenimi. Dallohet \u00e7elsi i frenit manual.<\/i>
Zhvillimi i m\u00ebtejsh\u00ebm i frenave k\u00ebrkonte, s\u00eb pari, rritjen e forc\u00ebs s\u00eb frenimit, dhe s\u00eb dyti \u2014 mund\u00ebsin\u00eb e menaxhimit n\u00eb distanc\u00eb t\u00eb tyre nga vendi i pun\u00ebs i makinerit n\u00eb t\u00eb gjitha vagonet.<\/p>\n
Aktivizimi hidraulik, i p\u00ebrdorur n\u00eb frenat e automjeteve, ka marr\u00eb shp\u00ebrndarje t\u00eb gjer\u00eb p\u00ebr shkak t\u00eb faktit se ofron nj\u00eb presion t\u00eb lart\u00eb frenimi me kompakt\u00ebsin\u00eb e pajisjeve t\u00eb aktor\u00ebve. Megjithat\u00eb, kur nj\u00eb sistem i till\u00eb aplikohet n\u00eb tren, shfaqet mang\u00ebsia e tij kryesore: nevoja p\u00ebr nj\u00eb mjet t\u00eb ve\u00e7ant\u00eb t\u00eb pun\u00ebs \u2014 l\u00ebng frenimi, humbja e t\u00eb cilit nuk \u00ebsht\u00eb e pranueshme. Gjat\u00ebsia e madhe e linjave hidraulike t\u00eb frenave n\u00eb tren, s\u00eb bashku me k\u00ebrkesat e larta p\u00ebr hermetik\u00ebn e tyre e b\u00ebjn\u00eb t\u00eb pamundur dhe joefikase krijimin e nj\u00eb freni hidraulik hekurudhor.<\/p>\n
Nj\u00eb tjet\u00ebr \u00e7\u00ebshtje \u00ebsht\u00eb aktivizimi pneumatik. P\u00ebrdorimi i ajrit n\u00ebn presion t\u00eb lart\u00eb lejon q\u00eb t\u00eb arrihen presione t\u00eb larta frenimi me p\u00ebrmasa t\u00eb pranueshme t\u00eb pajisjeve aktor \u2014 cylindrave t\u00eb frenave. Nuk ka munges\u00eb t\u00eb mjetit t\u00eb pun\u00ebs \u2014 ajri \u00ebsht\u00eb rreth nesh, dhe edhe n\u00ebse ndodhin humbje t\u00eb l\u00ebnd\u00ebs s\u00eb pun\u00ebs nga sistemi i frenimit (q\u00eb ndodhin patjet\u00ebr), \u00ebsht\u00eb relativisht e leht\u00eb ta plot\u00ebsosh.<\/p>\n
Sistemi m\u00eb i thjesht\u00eb i frenave q\u00eb p\u00ebrdor energjin\u00eb e ajrit t\u00eb shpuar \u00ebsht\u00eb freni me veprim t\u00eb drejtp\u00ebrdrejt\u00eb joautomatiku<\/i><\/p>\n
Shema e frenit me veprim t\u00eb drejtp\u00ebrdrejt\u00eb joautomatiku: 1 \u2014 kompresori; 2 \u2014 rezervuari kryesor; 3 \u2014 tubacioni ushqyes; 4 \u2014 krani i trainit t\u00eb drejtorit t\u00eb trenit; 5 \u2014 tubacioni i frenave; 6 \u2014 silindri i v\u00ebnies n\u00eb pun\u00eb; 7 \u2014 springu i lirimit; 8, 9 \u2014 transmetimi mekanik i frenave; 10 \u2014 pllak\u00eb e frenit.<\/i>rezervuari kryesor<\/i> (2). Shtimi i ajrit n\u00eb rezervuari kryesor dhe mbajtja e nj\u00eb presioni konstant atje kryhet nga kompresori<\/i> (1), i cili aktivizohet nga impiantin energjitik t\u00eb lokomotiv\u00ebs. D\u00ebrgimi i ajrit t\u00eb shpuar n\u00eb instrumentet e kontrollit t\u00eb frenave b\u00ebhet p\u00ebrmes nj\u00eb tubacioni t\u00eb ve\u00e7ant\u00eb, t\u00eb quajtur ushqyes (P\u041c)<\/i> \u0438\u043b\u0438 presioni<\/i> tubacioni (3). <\/p>\n
Menaxhimi i frenave t\u00eb vagon\u00ebve dhe d\u00ebrgimi i ajrit t\u00eb shpuar atyre b\u00ebhet p\u00ebrmes nj\u00eb tubacioni t\u00eb gjat\u00eb, i cili kalon p\u00ebrmes t\u00ebr\u00eb trenit dhe quhet tubacioni i frenave (T\u041c)<\/i> (5). Kur ajri i shpuar d\u00ebrgohet p\u00ebrmes T\u041c, ai mbush silindrat e frenave (\u0422\u0426)<\/i> (6) q\u00eb lidhen drejtp\u00ebrdrejt me T\u041c. Ajri i shpuar shtyp pistonin, duke shtypur pllak\u00eb e frenit 10 n\u00eb rrota, si n\u00eb lokomotiv\u00eb, ashtu dhe n\u00eb vagon\u00eb. Kjo shkakton frenimin. <\/p>\n
P\u00ebr t\u00eb ndalur frenimin, dmth lirimin<\/i> e frenave, \u00ebsht\u00eb e nevojshme t\u00eb lihet ajri nga tubacioni i frenave n\u00eb atmosfer\u00eb, q\u00eb do t\u00eb \u00e7oj\u00eb n\u00eb kthimin e mekanizmave t\u00eb frenave n\u00eb pozitat fillestare p\u00ebrmes forc\u00ebs s\u00eb springs lirojn\u00eb, t\u00eb instaluar n\u00eb \u0422\u0426.<\/p>\n
P\u00ebr frenimin \u00ebsht\u00eb e nevojshme t\u00eb lidh\u00ebsh tubacionin e frenave (T\u041c) me at\u00eb ushqyes (P\u041c). P\u00ebr lirimin \u2014 lidh tubacionin e frenave me atmosfer\u00ebn. K\u00ebto funksione kryhen nga nj\u00eb pajisje t\u00eb ve\u00e7ant\u00eb \u2014 krani i trainit t\u00eb drejtorit t\u00eb trenit<\/i> (4) \u2014 gjat\u00eb frenimit ai lidh P\u041c dhe T\u041c, gjat\u00eb lirimit \u2014 ndan k\u00ebto tubacione, duke l\u00ebshuar nj\u00ebkoh\u00ebsisht ajrin nga T\u041c n\u00eb atmosfer\u00eb.<\/p>\n
N\u00eb nj\u00eb sistem t\u00eb till\u00eb ekziston dhe nj\u00eb pozicion i tret\u00eb, nd\u00ebrmjet\u00ebsor i kranit t\u00eb drejtorit t\u00eb trenit \u2014 mbyllja<\/i> kur PM dhe TM jan\u00eb t\u00eb ndara, por nuk ka asnj\u00eb shkarkim ajri nga TM n\u00eb atmosfer\u00eb \u2014 krani i makinistit e izolon plot\u00ebsisht at\u00eb. Presioni i grumbulluar n\u00eb TM dhe TC mbahet dhe koha e mbajtjes n\u00eb nivele t\u00eb caktuara p\u00ebrcaktohet nga sasia e rrjedhjeve t\u00eb ajrit p\u00ebrmes mang\u00ebsive t\u00eb ndryshme, si dhe nga q\u00ebndrueshm\u00ebria termike e ferulave t\u00eb frenave, t\u00eb ngrohta gjat\u00eb frictionit me rrethe. T\u00eb pozicionuar n\u00eb kapak, si gjat\u00eb frenimit ashtu dhe gjat\u00eb lirimit, lejon rregullimin e forc\u00ebs s\u00eb frenimit me hapa. Ky fren siguron si frenim n\u00eb hapa, ashtu dhe lirimin n\u00eb hapa.<\/p>\n
Pavar\u00ebsisht thjesht\u00ebsis\u00eb s\u00eb till\u00eb t\u00eb sistemit t\u00eb frenave, ka nj\u00eb mang\u00ebsi fatale \u2014 kur trenet jan\u00eb t\u00eb ndara, ndodh nj\u00eb nd\u00ebrprerje e linj\u00ebs s\u00eb frenimit, ajri del nga ajo dhe treni mbetet pa frenim. Pik\u00ebrisht p\u00ebr k\u00ebt\u00eb arsye, ky frein nuk mund t\u00eb p\u00ebrdoret n\u00eb transportin hekurudhor, \u00e7mimi i d\u00ebshtimit t\u00eb tij \u00ebsht\u00eb shum\u00eb i lart\u00eb. Edhe pa nd\u00ebrprerjen e trenit, n\u00eb rast t\u00eb nj\u00eb rrjedhje t\u00eb madhe ajri, efektiviteti i frenave do t\u00eb ulet. <\/p>\n
Duke u bazuar n\u00eb at\u00eb q\u00eb u tha m\u00eb sip\u00ebr, lind k\u00ebrkesa q\u00eb frenimi i trenit t\u00eb iniciohet jo nga rritja, por nga ulja e presionit n\u00eb TM. Por si mund t\u00eb mbushen cilindrat e frenave? Kjo jep nj\u00eb k\u00ebrkes\u00eb t\u00eb dyt\u00eb \u2014 n\u00eb \u00e7do nj\u00ebsin\u00eb l\u00ebviz\u00ebse n\u00eb tren duhet t\u00eb ruhet nj\u00eb rezerv\u00eb ajri t\u00eb kompresuar, e cila duhet t\u00eb plot\u00ebsohet operativisht pas \u00e7do frenimi.<\/p>\n
Mendimi inxhinierik i fund t\u00eb shekullit XIX arriti n\u00eb p\u00ebrfundime t\u00eb ngjashme, e cila rezultoi n\u00eb krijimin nga George Westinghouse n\u00eb vitin 1872 t\u00eb frenave t\u00eb par\u00eb automatike hekurudhore.<\/p>\n
Struktura e fren\u00ebs s\u00eb Westinghouse: 1 \u2014 kompresori; 2 \u2014 rezervuari kryesor; 3 \u2014 linja ushqyese; 4 \u2014 krani i makinistit n\u00eb tren; 5 \u2014 linja e frenave; 6 \u2014 shp\u00ebrndar\u00ebsi i ajrit (valvul trive) i sistemit t\u00eb Westinghouse; 7 \u2014 cilindri i frenave; 8 \u2014 rezervuari rezerv\u00eb; 9 \u2014 krani i ndaluar.<\/i>
N\u00eb skic\u00eb \u00ebsht\u00eb paraqitur struktura e k\u00ebtij frenimi (skica 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 quhet ndonj\u00ebher\u00eb, valvula trefish<\/i>Ky ky\u00e7ja e ajrit (6) ka nj\u00eb organ t\u00eb ndjesh\u00ebm \u2014 nj\u00eb piston, i cili vepron n\u00eb diferenc\u00ebn e dy presioneve \u2014 n\u00eb linj\u00ebn e frenave (TM) dhe rezervuari rezerv\u00eb (ZR). N\u00ebse presioni n\u00eb TM b\u00ebhet m\u00eb i vog\u00ebl se n\u00eb ZR, pistoni l\u00ebviz 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 n\u00eb ZR \u2014 pistoni l\u00ebviz n\u00eb t\u00eb djatht\u00eb, duke lidhur TC me atmosfer\u00ebn dhe nj\u00ebkoh\u00ebsisht lidh TM me ZR, duke siguruar mbushjen e fundit me ajrin e kompresuar nga TM.<\/p>\n
Prandaj, kur presioni n\u00eb TM zvog\u00eblohet p\u00ebr \u00e7do arsye, qofshin ato veprimet e shoferit, nj\u00eb rrjedhje e tepruar ajri nga TM ose nj\u00eb \u00e7arje e trenit \u2014 frena do t\u00eb veprojn\u00eb. Do t\u00eb thot\u00eb se k\u00ebto frena kan\u00eb automatik\u00eb veprimi<\/i>. Ky ve\u00e7ori e frenave lejon t\u00eb shtohet nj\u00eb mund\u00ebsi tjet\u00ebr p\u00ebr kontrollin e frenave t\u00eb trenit, t\u00eb p\u00ebrdorur n\u00eb trenat e pasagjer\u00ebve deri m\u00eb sot \u2014 ndalimi urgjent i trenit nga pasagjeri, duke lidhur linj\u00ebn e frenave me atmosfer\u00ebn p\u00ebrmes nj\u00eb valvule speciale \u2014 kalimi i ndalimit<\/i> (9). <\/p>\n
. P\u00ebr ata q\u00eb jan\u00eb t\u00eb njohur me k\u00ebt\u00eb ve\u00e7ori t\u00eb sistemit t\u00eb frenave t\u00eb trenit, \u00ebsht\u00eb qesharake t\u00eb shohin filma ku bandit\u00ebt-kovboj\u00eb lidhen me leht\u00ebsi nj\u00eb vagon me ari nga treni. P\u00ebr ta b\u00ebr\u00eb nj\u00eb gj\u00eb t\u00eb till\u00eb, kovboj\u00ebt duhet t\u00eb mbyllin valvulat fundore n\u00eb linj\u00ebn e frenave, q\u00eb ndajn\u00eb linj\u00ebn e frenave nga lidhjet nd\u00ebrmjet wagon\u00ebve. Por ata kurr\u00eb nuk e b\u00ebjn\u00eb k\u00ebt\u00eb. Nga ana tjet\u00ebr, valvulat e mbyllura fundore shpesh kan\u00eb shkaktuar katastrofa t\u00eb r\u00ebnda t\u00eb lidhura me d\u00ebshtimin e frenave, si n\u00eb vendin ton\u00eb (Kamenk n\u00eb vitin 1987, Yeral-Simsk n\u00eb vitin 2011), ashtu edhe jasht\u00eb vendit.<\/p>\n
P\u00ebr shkak se mbushja e cilindrave t\u00eb frenave ndodh nga nj\u00eb burim tjet\u00ebr i ajrit t\u00eb kompresuar (rezervuari rezerv\u00eb), pa mund\u00ebsin\u00eb e mbushjes s\u00eb p\u00ebrhershme, nj\u00eb fren\u00eb e till\u00eb quhet e pandjeshme<\/i>. Mbushja e ZR me ajrin e kompresuar ndodh vet\u00ebm kur frenat jan\u00eb liruar, q\u00eb \u00e7on n\u00eb faktin se n\u00eb frenat e shpeshta me lirimin m\u00eb pas, n\u00ebse nuk ka nj\u00eb koh\u00eb t\u00eb mjaftueshme pas lirimit, ZR nuk arrin t\u00eb mbushet n\u00eb presionin e nevojsh\u00ebm. Kjo mund t\u00eb \u00e7oj\u00eb n\u00eb shterimin e plot\u00eb t\u00eb frenave dhe humbjen e kontrollit t\u00eb frenave t\u00eb trenit.<\/p>\n
Freni pneumatik\u00eb kan\u00eb edhe nj\u00eb tjet\u00ebr disavantazh, i lidhur me faktin se r\u00ebnia e presionit n\u00eb sistemin e frenave, ashtu si \u00e7do shqet\u00ebsim, n\u00eb mjedisin ajror p\u00ebrhapet me nj\u00eb shpejt\u00ebsi t\u00eb madhe, por gjithsesi t\u00eb p\u00ebrfunduar \u2014 jo m\u00eb shum\u00eb se 340 m\/s. Pse jo m\u00eb shum\u00eb? Sepse shpejt\u00ebsia e z\u00ebrit \u2014 \u00ebsht\u00eb nj\u00eb variant ideal. Por n\u00eb sistemin pneumatik t\u00eb trenit ekzistojn\u00eb nj\u00eb s\u00ebr\u00eb pengesash q\u00eb zvog\u00eblojn\u00eb shpejt\u00ebsin\u00eb e p\u00ebrhapjes s\u00eb r\u00ebnies s\u00eb presionit, t\u00eb lidhura me rezistenc\u00ebn e rrjedhjes s\u00eb ajrit. Prandaj, n\u00ebse nuk merren masa t\u00eb ve\u00e7anta, shpejt\u00ebsia e r\u00ebnies s\u00eb presionit n\u00eb TM do t\u00eb jet\u00eb aq m\u00eb e ul\u00ebt, sa m\u00eb larg nga lokomotiva ndodhet vagoni. N\u00eb rastin e frenit t\u00eb Vestinghausit, shpejt\u00ebsia e ashtuquajtur\u00eb vala e frenimit<\/i> nuk tejkalon 180 \u2014 200 m\/s.<\/p>\n
Megjithat\u00eb, shfaqja e frenit pneumatik lejon t\u00eb rritet si fuqia e frenave, ashtu edhe operativiteti i menaxhimit t\u00eb tyre direkt nga vendi i pun\u00ebs i shoferit. Kjo sh\u00ebrbeu si nj\u00eb nxitje e fuqishme p\u00ebr zhvillimin e transportit hekurudhor, rritjen e shpejt\u00ebsis\u00eb s\u00eb l\u00ebvizjes dhe pesh\u00ebs s\u00eb trenave dhe, si pasoj\u00eb, nj\u00eb rritje kolosale t\u00eb volumit t\u00eb ngarkes\u00ebs n\u00eb hekurudhere, rritjen e gjat\u00ebsihe t\u00eb linjave hekurudhore n\u00eb t\u00eb gjith\u00eb bot\u00ebn.<\/p>\n
George Vestinghaus ishte jo vet\u00ebm nj\u00eb shpik\u00ebs, por edhe nj\u00eb afarist i zoti. Ai e patentoi shpikjen e tij q\u00eb n\u00eb vitin 1869, gj\u00eb q\u00eb i mund\u00ebsoi t\u00eb zhvillonte prodhimin masiv t\u00eb pajisjeve t\u00eb frenave. Mjaft shpejt, frenit i Vestinghausit fitoi p\u00ebrhapje t\u00eb gjer\u00eb n\u00eb SHBA, Evrop\u00ebn Per\u00ebndimore dhe n\u00eb Perandorin\u00eb Ruse.<\/p>\n
N\u00eb Rusi, freni i Vestinghausit mbizot\u00ebroi pa ndal deri n\u00eb Revolucionin e Tetorit, dhe gjithashtu p\u00ebr nj\u00eb periudh\u00eb t\u00eb gjat\u00eb pas saj. Firma \"Vestinghaus\" nd\u00ebrtuan n\u00eb Petersburg fabrik\u00ebn e tyre t\u00eb frenave, si dhe zhvendosi me mjeshtri konkurent\u00ebt nga tregu rus. Megjithat\u00eb, freni i Vestinghausit kishte nj\u00eb s\u00ebr\u00eb disavantazheve themelore. <\/p>\n
S\u00eb pari, ky freni ofronte vet\u00ebm dy modet e funksionimit: freni<\/i> deri n\u00eb mbushjen e plot\u00eb t\u00eb cilindrave t\u00eb frenave, dhe \u00e7lirimi<\/i> - zbrazja e cilindrave t\u00eb frenave. T\u00eb krijosh nj\u00eb vler\u00eb t\u00eb nd\u00ebrmjetme t\u00eb presionit t\u00eb frenave me mbajtjen e saj t\u00eb gjat\u00eb ishte e pamundur, pra n\u00eb frenin e Vestinghausit mungonte nj\u00eb mod. mbylljeve<\/i>Kjo nuk lejonte realizimin e menaxhimit t\u00eb sakt\u00eb t\u00eb shpejt\u00ebsis\u00eb s\u00eb trenit.<\/p>\n
S\u00eb pari, brakes e Westinghouse nuk funksiononin mir\u00eb n\u00eb trenat e gjat\u00eb, dhe n\u00ebse n\u00eb transportin e pasagjer\u00ebve kjo mund t\u00eb tolerohej disi, n\u00eb transportin e mallrave shfaqeshin probleme. A e mbani mend val\u00ebn e frenimit? Pra, frenimi i Westinghouse nuk dispononte mjete p\u00ebr t\u00eb rritur shpejt\u00ebsin\u00eb e saj, dhe n\u00eb nj\u00eb tren t\u00eb gjat\u00eb, r\u00ebnia e presionit n\u00eb TM n\u00eb vagonin e fundit mund t\u00eb fillonte shum\u00eb von\u00eb, me nj\u00eb shpejt\u00ebsi q\u00eb ishte ndjesh\u00ebm m\u00eb e ul\u00ebt se sa n\u00eb pjes\u00ebn e p\u00ebrparme t\u00eb trenit, gj\u00eb q\u00eb krijonte nj\u00eb pap\u00ebrputhje t\u00eb madhe n\u00eb funksionimin e pajisjeve t\u00eb frenimit p\u00ebr t\u00eb gjith\u00eb trainin.<\/p>\n
Duhet th\u00ebn\u00eb se e gjith\u00eb veprimtaria e kompanis\u00eb 'Westinghouse', si n\u00eb Rusi n\u00eb at\u00eb koh\u00eb, ashtu edhe n\u00eb t\u00eb gjith\u00eb bot\u00ebn, ishte e p\u00ebrshkuar nga aroma kapitaliste e luft\u00ebrave t\u00eb patentave dhe konkurrenc\u00ebs s\u00eb pandershme. Kjo e siguroi nj\u00eb jet\u00eb kaq t\u00eb gjat\u00eb k\u00ebsaj sistemi t\u00eb pap\u00ebrperfect\u00eb, t\u00eb pakt\u00ebn n\u00eb at\u00eb periudh\u00eb historike.<\/p>\n
Megjithat\u00eb, duhet t\u00eb pranojm\u00eb - frenimi i Westinghouse vendosi themelet e shkenc\u00ebs s\u00eb frenimit dhe principi i tij i veprimit ka mbetur i pandryshuar n\u00eb frenat moderne t\u00eb mjeteve t\u00eb transportit.<\/p>\n
2. Nga frenimi i Westinghouse te frenimi i Matrosov - formimi i shkenc\u00ebs vendase t\u00eb frenimit.<\/h1>\n Praktikisht menj\u00ebher\u00eb pas shfaqjes s\u00eb frenimit t\u00eb Westinghouse dhe ndjenj\u00ebs s\u00eb disavantazheve t\u00eb tij, filluan p\u00ebrpjekjet p\u00ebr t\u00eb p\u00ebrmir\u00ebsuar k\u00ebt\u00eb sistem, ose p\u00ebr t\u00eb krijuar nj\u00eb tjet\u00ebr, t\u00ebr\u00ebsisht t\u00eb re. Vendi yn\u00eb nuk ishte nj\u00eb p\u00ebrjashtim. N\u00eb fillim t\u00eb shekullit t\u00eb XX, Rusia posedonte nj\u00eb rrjet t\u00eb zhvilluar hekurudhor, i cili luante nj\u00eb rol t\u00eb konsideruesh\u00ebm n\u00eb sigurin\u00eb e zhvillimit ekonomik dhe mbrojtjes s\u00eb vendit. Rritja e efikasitetit t\u00eb transportit lidhej me rritjen e shpejt\u00ebsis\u00eb s\u00eb saj dhe mas\u00ebs s\u00eb mallrave q\u00eb transportoheshin n\u00eb nj\u00eb koh\u00eb, k\u00ebshtu q\u00eb problemet e p\u00ebrmir\u00ebsimit t\u00eb sistemeve t\u00eb frenimit u ngrit\u00ebn me urgjenc\u00eb. <\/p>\n
Nj\u00eb nxitje e r\u00ebnd\u00ebsishme p\u00ebr zhvillimin e shkenc\u00ebs s\u00eb frenimit n\u00eb RSFSR dhe m\u00eb pas n\u00eb BS \u00ebsht\u00eb reduktimi i ndikimit t\u00eb kapitalit t\u00eb madh per\u00ebndimor, ve\u00e7an\u00ebrisht t\u00eb kompanis\u00eb 'Westinghouse', n\u00eb zhvillimin e industris\u00eb hekurudhore vendase pas tetorit 1917. <\/p>\n
F.P. Kazan\u0446\u0435\u0432 (majtas) dhe I.K. Matrosov (djathtas) - krijuesit e frenave hekurudhore vendase<\/i>freni automatik\u00eb me veprim direkt<\/i>. Schemas e m\u00ebposhtme p\u00ebrshkruan t\u00eb gjitha idet\u00eb kryesore, t\u00eb sjella jo vet\u00ebm nga Kazancev, dhe q\u00ebllimi i saj \u00ebsht\u00eb t\u00eb shpjegoj\u00eb parimet kryesore t\u00eb funksionimit t\u00eb frenit automatik t\u00eb p\u00ebrmir\u00ebsuar<\/p>\n
Freni automatik me veprim direkt: 1 \u2014 kompresori; 2 \u2014 rezervuari kryesor; 3 \u2014 magjistralja ushqyese; 4 \u2014 krani i trenit t\u00eb motorr\u00ebs; 5 \u2014 pajisja e ushqimit t\u00eb rrjedhjeve t\u00eb magjistral\u00ebs s\u00eb frenit; 6 \u2014 magjistralja e frenit; 7 \u2014 mang\u00ebsit\u00eb e lidhjes s\u00eb frenit; 8 \u2014 krani p\u00ebrfundimtar; 9 \u2014 krani ndalues; 10 \u2014 valvula e rikthimit; 11 \u2014 rezervuari rezerv\u00eb; 12 \u2014 shp\u00ebrndar\u00ebsi i ajrit; 13 \u2014 cilindri i frenit; 14 \u2014 transmetimi i frez\u00ebrit t\u00eb frenit.<\/i>rezervuari balancues<\/i> (RB). Ai paraqitet n\u00eb figur\u00ebn n\u00eb t\u00eb djatht\u00eb t\u00eb kranis\u00eb s\u00eb motorr\u00ebs (4) dhe lart t\u00eb pajisjes s\u00eb ushqimit t\u00eb rrjedhjeve nga TM (5). Densiteti i k\u00ebtij rezervuari \u00ebsht\u00eb teknikisht shum\u00eb m\u00eb i leht\u00eb p\u00ebr t'u siguruar sesa densiteti i magjistral\u00ebs s\u00eb frenit \u2014 tubat q\u00eb kan\u00eb gjat\u00ebsi q\u00eb arrin rendit kilometrik dhe shtrihen p\u00ebr gjith\u00eb trenin. Stabiliteti relativ i presionit n\u00eb RB lejon mbajtjen e presionit n\u00eb TM, duke p\u00ebrdorur presionin n\u00eb RB si referenc\u00eb. N\u00eb t\u00eb v\u00ebrtet\u00eb, pistoni n\u00eb pajisjen (5) gjat\u00eb uljes s\u00eb presionit n\u00eb TM zbritet posht\u00eb, duke hapur valvul\u00ebn q\u00eb mbush TM nga magjistralja ushqyese, duke mbajtur k\u00ebshtu n\u00eb TM nj\u00eb presion t\u00eb barabart\u00eb me presionin n\u00eb RB. Kjo ide kishte nj\u00eb rrug\u00eb t\u00eb gjat\u00eb zhvillimi p\u00ebrpara, por tani presioni n\u00eb TM nuk varej nga pranimi i rrjedhjeve t\u00eb jashtme nga ajo (deri n\u00eb kufijt\u00eb e njohur). Pajisja 5 u transferua n\u00eb kranin e motorr\u00ebs dhe mbetet atje, n\u00eb nj\u00eb form\u00eb t\u00eb modifikuar, deri sot.<\/p>\n
Nj\u00eb tjet\u00ebr ide e r\u00ebnd\u00ebsishme, e cila q\u00ebndron n\u00eb baz\u00ebn e dizajnit t\u00eb k\u00ebtij tipi freni, \u00ebsht\u00eb ushqimi i ZR nga TM p\u00ebrmes valvul\u00ebs s\u00eb rikthimit 10. Kur presioni n\u00eb TM tejkalon presionin n\u00eb ZR, kjo valvul\u00eb hapet, duke mbushur ZR nga TM. K\u00ebshtu ndodh nj\u00eb mbushje e vazhdueshme e rrjedhjeve nga rezervuari rezerv\u00eb dhe sigurohet mosshterja e frenit.<\/p>\n
Nj\u00eb ide tjet\u00ebr e r\u00ebnd\u00ebsishme e propozuar nga Kazancevi \u00ebsht\u00eb konstrukti i shp\u00ebrndar\u00ebsit t\u00eb ajrit, i cili funksionon n\u00eb baz\u00eb t\u00eb diferenc\u00ebs s\u00eb jo dy, por tre presioneve \u2014 presionit n\u00eb linj\u00ebn e frenimit, presionit n\u00eb cilindrin e frenimit dhe presionit n\u00eb nj\u00eb dhom\u00eb pune speciale (DH), e cila, kur lirohet, furnizohet me presion nga linja e frenimit, s\u00eb bashku me nj\u00eb rezervuar rezerv\u00eb. N\u00eb modin e frenimit, DH disassohet nga rezervuari rezerv\u00eb dhe linja e frenimit, duke ruajtur magnitud\u00ebn e presionit fillestar t\u00eb ngarkes\u00ebs. Ky tipar p\u00ebrdoret gjer\u00ebsisht n\u00eb frenat e mjeteve t\u00eb l\u00ebvizshme p\u00ebr t\u00eb siguruar nj\u00eb lirimin hap\u00ebsiror dhe p\u00ebr t\u00eb menaxhuar barasim e mbushjes s\u00eb TC p\u00ebrgjat\u00eb trenit n\u00eb trainat e ngarkesave, pasi dhoma e pun\u00ebs sh\u00ebrben si nj\u00eb referenc\u00eb p\u00ebr presionin fillestar t\u00eb ngarkes\u00ebs. Duke marr\u00eb parasysh magnitud\u00ebn e tij, mund t\u00eb sigurohet lirimi hap\u00ebsinor dhe t\u00eb organizohet nj\u00eb mbushje m\u00eb e hershme e TC n\u00eb vagonat n\u00eb fund. Nj\u00eb p\u00ebrshkrim m\u00eb 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, derisa t\u00eb them se punimet e Kazancevit sh\u00ebrbyen si nj\u00eb stimul p\u00ebr zhvillimin e nj\u00eb shkence k\u00ebrkimore n\u00eb vendin ton\u00eb, q\u00eb \u00e7oi n\u00eb zhvillimin e sistemeve origjinale t\u00eb frenimit t\u00eb mjeteve t\u00eb l\u00ebvizshme.<\/p>\n
Nj\u00eb shpik\u00ebs tjet\u00ebr sovjetik, i cili ka patur nj\u00eb ndikim thelb\u00ebsor n\u00eb zhvillimin e frenave t\u00eb mjeteve t\u00eb l\u00ebvizshme n\u00eb vend, \u00ebsht\u00eb Ivan Konstantinovi\u00e7 Matrosovi. Idet\u00eb e tij, esencialisht nuk ndryshonin nga idet\u00eb e Kazancevit, megjithat\u00eb provat eksperimentale t\u00eb m\u00ebvonshme t\u00eb sistemeve t\u00eb frenave t\u00eb Kazancevit dhe Matrosovit (s\u00eb bashku me sistemet e tjera t\u00eb frenave) treguan nj\u00eb superioritet t\u00eb konsideruesh\u00ebm t\u00eb sistemit t\u00eb dyt\u00eb n\u00eb aspektin e karakteristikave operacionale, sidomos kur p\u00ebrdorej n\u00eb trenat e ngarkesave. Pra, fren\u00eb e Matrosovit me shp\u00ebrndar\u00ebs ajri t\u00eb regj. nr. 320 u b\u00eb baza p\u00ebr zhvillimin dhe projektimin e pajisjeve frenimi p\u00ebr hekurudhat me gjer\u00ebsi 1520 milimetra. Freni automatik modern, i p\u00ebrdorur n\u00eb Rusi dhe vendet e CIS, me t\u00eb drejt\u00eb mund t\u00eb mbahet me emrin e frenit t\u00eb Matrosovit, pasi ka absorbuar, n\u00eb faz\u00ebn fillestare t\u00eb zhvillimit t\u00eb tij, idet\u00eb dhe zgjidhjet nd\u00ebrtimore t\u00eb Ivan Konstantinovi\u00e7.<\/p>\n
N\u00eb p\u00ebrfundim<\/h1>\n \nCila \u00ebsht\u00eb p\u00ebrfundimi? Puna mbi k\u00ebt\u00eb artikull m\u00eb ka bindur se tema meriton nj\u00eb cik\u00ebl artikujsh. N\u00eb k\u00ebt\u00eb artikel pilot, prekim historin\u00eb e zhvillimit t\u00eb frenave t\u00eb transportit. N\u00eb artikujt q\u00eb do t\u00eb pasojn\u00eb, do t\u00eb hyjm\u00eb n\u00eb detaje m\u00eb t\u00eb thella, duke prekur jo vet\u00ebm frenat vendase, por edhe zhvillimet e koleg\u00ebve tan\u00eb nga Evropa Per\u00ebndimore, duke ndri\u00e7uar struktur\u00ebn e frenave t\u00eb llojeve dhe sh\u00ebrbimeve t\u00eb ndryshme t\u00eb transportit. K\u00ebshtu q\u00eb, shpresoj se tema do t\u00eb jet\u00eb interesante, dhe deri n\u00eb takimet e reja n\u00eb habr\u00eb! <\/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-news"],"aioseo_notices":[],"aioseo_head":"\n\t\t\n\t
![\"E](\"\/wp-content\/uploads\/2019\/12\/aee35537f40d40410f0d63ec5af21605.jpeg\")