{"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\/sq\/blog\/news\/pravda-o-zheleznodorozhnyh-tormozah-chast-2","title":{"rendered":"E v\u00ebrteta mbi frenat hekurudhore: pjesa 2","gt_translate_keys":[{"key":"rendered","format":"text"}]},"content":{"rendered":"

Po shoh e para<\/a><\/noindex>, pjesa historike e tregimit tim i ka p\u00eblqyer publikut, prandaj s'ka gjynah t\u00eb vazhdoj.<\/p>\n

Trenat e shpejt\u00eb, si TGV, tashm\u00eb nuk mb\u00ebshteten n\u00eb frenimin pneumatik<\/i><\/p>\n

\"E<\/p>\n

Sot do t\u00eb flasim p\u00ebr modernitetin, dhe konkretisht p\u00ebr qasjet n\u00eb krijimin e sistemeve t\u00eb frenimit t\u00eb materialeve q\u00eb t\u00ebrheqin n\u00eb shekullin XXI, q\u00eb brenda nj\u00eb muaji do t\u00eb arrij\u00eb t\u00eb b\u00ebj\u00eb 30 vjet.
\n<\/a><\/noindex><\/p>\n

1. Klassifikimi i frenave t\u00eb materialeve t\u00eb l\u00ebvizshme<\/h1>\n

\nDuke u bazuar n\u00eb parimin fizik t\u00eb krijimit t\u00eb forc\u00ebs s\u00eb frenimit, t\u00eb gjith\u00eb frenat hekurudhore mund t\u00eb ndahen n\u00eb dy tipe kryesore: friksionale<\/i>, q\u00eb p\u00ebrdorin forc\u00ebn e f\u00ebrkimit, dhe dinamike<\/i>, q\u00eb p\u00ebrdorin p\u00ebrcjell\u00ebsin p\u00ebr t\u00eb krijuar momentin e frenimit.<\/p>\n

Frenat friksionale p\u00ebrfshijn\u00eb frenat me tulla t\u00eb t\u00eb gjitha konstruktimeve, p\u00ebrfshir\u00eb ato disk, si dhe frenin magnetorail<\/i>, i cili p\u00ebrdoret n\u00eb transportin hekurudhor t\u00eb shpejt\u00eb, kryesisht n\u00eb Evrop\u00ebn Per\u00ebndimore. N\u00eb rrug\u00ebn 1520, ky lloj freni \u00ebsht\u00eb aplikuar ekskluzivisht n\u00eb trenin elektrik ER200. Sa i p\u00ebrket \u201eSapsan\u201c-it, RZhD u larguan nga p\u00ebrdorimi i frenit magnetorail mbi t\u00eb, megjith\u00ebse prototipi i k\u00ebtij treni elektrik, gjermani ICE3, \u00ebsht\u00eb i pajisur me k\u00ebt\u00eb fren.<\/p>\n

Ishulli i trenit ICE3 me frenin magnetorail<\/i><\/p>\n

\"E
\n
\nIshulli i trenit \u201eSapsan\u201c<\/i><\/p>\n

\"E
\n
\nDhe tek dinamiket, dhe m\u00eb sakt\u00ebsisht frenat elektrodinamike<\/i> , p\u00ebrfshijn\u00eb t\u00eb gjitha frenat q\u00eb veprojn\u00eb bazuar n\u00eb kalimin e motor\u00ebve elektrik t\u00eb t\u00ebrheqjes n\u00eb regjimin gjenerator (freni rikuperativ<\/i> dhe freni i reostatit<\/i>), si dhe frenimi n\u00eb kund\u00ebrshtim.<\/i><\/p>\n

Me mekat e rikuperimit dhe frenimit me rezistenc\u00eb, gjith\u00e7ka \u00ebsht\u00eb relativisht e qart\u00eb \u2014 motor\u00ebt, n\u00eb nj\u00eb m\u00ebnyr\u00eb ose tjet\u00ebr, kalojn\u00eb n\u00eb modalitetin e gjeneratorit, dhe n\u00eb rastin e rikuperimit, ata kthejn\u00eb energjin\u00eb n\u00eb rrjetin kontaktues, nd\u00ebrsa n\u00eb rastin e rezistenc\u00ebs, energjia e prodhuar digjet n\u00eb rezistor\u00eb special\u00eb. T\u00eb dy frenat p\u00ebrdoren si n\u00eb trenat me t\u00ebrheqje lokomotive ashtu edhe n\u00eb qarkullimin motorik t\u00eb trenave, ku frenimi elektrik \u00ebsht\u00eb frenimi kryesor n\u00eb pun\u00eb, p\u00ebr shkak t\u00eb numrit t\u00eb madh t\u00eb motor\u00ebve elektrik\u00eb t\u00eb t\u00ebrheqjes t\u00eb shp\u00ebrndar\u00eb n\u00eb t\u00eb gjith\u00eb trenin. Nj\u00eb vet\u00ebm disavantazh i frenimit elektrik (EDT) \u00ebsht\u00eb pamund\u00ebsia p\u00ebr t\u00eb ndaluar plot\u00ebsisht. Kur efektiviteti i EDT ul\u00ebt, ai z\u00ebvend\u00ebsohet automatikisht nga frenimi pneumatik me f\u00ebrkim.<\/p>\n

Sa i p\u00ebrket frenimit me rikthim, ai siguron frenim deri n\u00eb ndales\u00ebn e plot\u00eb, pasi p\u00ebrfshin rikthimin e motorit t\u00ebrheq\u00ebs n\u00eb l\u00ebvizje. Megjithat\u00eb, ky modalitet, n\u00eb shumic\u00ebn e rasteve, \u00ebsht\u00eb emergjent \u2014 p\u00ebrdorimi i tij t\u00eb zakonsh\u00ebm mund t\u00eb \u00e7oj\u00eb n\u00eb d\u00ebmtimin e sistemit t\u00eb t\u00ebrheqjes. N\u00ebse marrim si shembull motorin kolektor, ndryshimi i polaritetit t\u00eb tensionit t\u00eb aplikuar, e cila rezulton n\u00eb nj\u00eb ndihm\u00eb negative, nuk zbritet nga tensioni furnizues, por \u00ebsht\u00eb e shtuar me t\u00eb \u2014 rrotat vazhdojn\u00eb t\u00eb rrotullohen n\u00eb t\u00eb nj\u00ebjtin drejtim si n\u00eb modalitetin e t\u00ebrheqjes! Kjo \u00e7on n\u00eb nj\u00eb rritje eksponenciale t\u00eb rrym\u00ebs, dhe e mira q\u00eb mund t\u00eb ndodh\u00eb \u2014 aktivizimi i aparateve elektrike mbrojt\u00ebse.<\/p>\n

P\u00ebr k\u00ebt\u00eb arsye, n\u00eb lokomotiva dhe trenat elektrik\u00eb, merren t\u00eb gjitha masat p\u00ebr t\u00eb parandaluar rikthimin e motor\u00ebve gjat\u00eb l\u00ebvizjes. Handle reversible bllokohet mekanikisht kur kontrollori i motorit \u00ebsht\u00eb n\u00eb pozitat e l\u00ebvizjes. Po ashtu, n\u00eb trenat \"Sapson\" dhe \"Lastochka\", kthimi i nd\u00ebrruesit t\u00eb rikthimit me shpejt\u00ebsi mbi 5 km\/h do t\u00eb \u00e7oj\u00eb n\u00eb frenim t\u00eb menj\u00ebhersh\u00ebm t\u00eb urgjenc\u00ebs.<\/p>\n

Megjithat\u00eb, disa lokomotiva vend\u00ebse, si\u00e7 \u00ebsht\u00eb elektrovazi VL65, p\u00ebrdorin frenimin rikthyes si nj\u00eb modalitet t\u00eb zakonsh\u00ebm n\u00eb shpejt\u00ebsi t\u00eb ul\u00ebta l\u00ebvizjeje.<\/p>\n

Frenimi rikthyes \u2014 nj\u00eb modalitet i zakonsh\u00ebm, i siguruar nga sistemi i kontrollit, q\u00eb siguron frenimin n\u00eb elektrovazin VL65.<\/i><\/p>\n

\"E
\n
\nDuhet th\u00ebn\u00eb se pavar\u00ebsisht nga efikasiteti i lart\u00eb i frenimit elektrodinamik, \u00e7do tren, gjithmon\u00eb, po theksoj \u2014 gjithmon\u00eb \u00ebsht\u00eb i pajisur me fren automatik pneumatik, dometh\u00ebn\u00eb q\u00eb aktivizohet p\u00ebrmes lirimit t\u00eb ajrit nga magistralja e frenimit. Si n\u00eb Rusi, ashtu edhe n\u00eb t\u00eb gjith\u00eb bot\u00ebn, frenat e vjetra tradicionale me k\u00ebll\u00ebf frikcionash mbrojn\u00eb sigurin\u00eb n\u00eb l\u00ebvizje.<\/p>\n

Sipas funksionit, frenat e tipit frikcional ndahen n\u00eb<\/p>\n

    \n
  1. Frenat e parkimit, manual ose automatik<\/li>\n
  2. Frenat e trenit \u2014 frenat pneumatik\u00eb (PT) ose elektropneumatik\u00eb (EPT), t\u00eb instaluara n\u00eb \u00e7do nj\u00ebsi t\u00eb materialit l\u00ebviz\u00ebs n\u00eb tren dhe t\u00eb menaxhuara n\u00eb m\u00ebnyr\u00eb qendrore nga kabina e mjetit.<\/li>\n
  3. Frenat e lokomotiv\u00ebs \u2014 frenat pneumatik\u00eb me veprim direkt, t\u00eb destinuara p\u00ebr t\u00eb frenuar lokomotiv\u00ebn, pa frenuar materialin l\u00ebviz\u00ebs. Ato menaxhohen ve\u00e7mas nga frenat e trenit.<\/li>\n<\/ol>\n

    <\/p>\n

    2. Freni i parkimit<\/h1>\n

    \nFreni manual me transmetim mekanik nuk \u00ebsht\u00eb larguar nga materialet l\u00ebviz\u00ebse, ai instalohet si n\u00eb lokomotiva ashtu edhe n\u00eb vagon\u00eb \u2014 thjesht ka ndryshuar funksion, duke u b\u00ebr\u00eb fren parkimi, q\u00eb e mund\u00ebson shmangien e l\u00ebvizjes s\u00eb pads\u00ebvetshme t\u00eb materialit l\u00ebviz\u00ebs n\u00eb rast se ajri largohet nga sistemi pneumatik. Rrota e kuqe, e ngjashme me timonin e nj\u00eb anijeje \u2014 \u00ebsht\u00eb transmetimi i frenit manual, nj\u00eb variant i tij t\u00eb ekzekutimit.<\/p>\n

    Timoni i frenit manual t\u00eb parkimit n\u00eb kabin\u00ebn e lokomotiv\u00ebs VL60pk<\/i><\/p>\n

    \"E
    \n
    \nFreni manual n\u00eb korridorin e vagonit t\u00eb udh\u00ebtar\u00ebve<\/i><\/p>\n

    \"E
    \n
    \nFreni manual n\u00eb nj\u00eb vagon modern ngarkese<\/i><\/p>\n

    \"E
    \n
    \nFreni manual, p\u00ebrmes transmetimit mekanik, shtyp k\u00ebll\u00ebf t\u00eb nj\u00ebjt\u00eb q\u00eb p\u00ebrdoren p\u00ebr frenimin normal, ndaj rrotave.<\/p>\n

    N\u00eb materialet l\u00ebviz\u00ebse moderne, ve\u00e7an\u00ebrisht n\u00eb trenat elektrik\u00eb EVS1\/EVS2 \"Sapsan\", ES1 \"Lastochka\", si dhe n\u00eb lokomotiv\u00ebn EP20, freni i parkimit \u00ebsht\u00eb automatik dhe shtypja e k\u00ebll\u00ebf\u00ebve n\u00eb disqet e frenimit b\u00ebhet nga akumulator\u00ebt e energjis\u00eb me spring<\/i>. Nj\u00eb pjes\u00eb e mekanizmave t\u00eb kllapave q\u00eb shtypin ndaluesit n\u00eb disqet e frenave \u00ebsht\u00eb e pajisur me springs t\u00eb fuqishme, aq sa lirimi kryhet nga nj\u00eb motor pneumatik me presion 0,5 MPa. Motorri pneumatik, n\u00eb k\u00ebt\u00eb rast, ka efekt t\u00eb kund\u00ebrt me springs q\u00eb shtypin ndaluesit. Menaxhimi i k\u00ebtij frenimi parkimi b\u00ebhet me butonat n\u00eb pultin e shoferit.<\/p>\n

    Butonat e kontrollit t\u00eb frenave elastike t\u00eb parkimit (SPT) n\u00eb trenin elektrik ES1 \u00abLastochka\u00bb<\/i><\/p>\n

    \"E
    \n
    \nN\u00eb struktur\u00ebn e tij, ky fren \u00ebsht\u00eb i ngjash\u00ebm me at\u00eb q\u00eb p\u00ebrdoret n\u00eb kamionet e fuqishme. Por si fren kryesor n\u00eb trenat, nj\u00eb sistem i till\u00eb \u00ebsht\u00eb krejt\u00ebsisht i pambajtsh\u00ebm<\/b>, dhe pse, do ta shpjegoj n\u00eb detaje pas tregimit mbi funksionimin e frenave pneumatik\u00eb t\u00eb trenit.<\/p>\n

    3. Frenat pneumatik t\u00eb llojit ngarkes\u00eb<\/h1>\n

    \n\u00c7do vagon ngarkese \u00ebsht\u00eb i pajisur me kompleksin e m\u00ebposht\u00ebm t\u00eb pajisjeve t\u00eb frenave<\/p>\n

    Pajisjet e frenave t\u00eb vagoni ngarkes\u00eb: 1 \u2014 fijet e lidhjes s\u00eb fren\u00ebs; 2 \u2014 ventili p\u00ebrfundimtar; 3 \u2014 ventili i bllokimit; 5 \u2014 kapaku i pluhurit; 6, 7, 9 \u2014 modulat e shp\u00ebrndar\u00ebsit t\u00eb ajrit t\u00eb tipit \u2116483; 8 \u2014 ventili shk\u00ebput\u00ebs; VR \u2014 shp\u00ebrndar\u00ebsi i ajrit; TM \u2014 linja e frenimit; ZR \u2014 rezervuari rezerv\u00eb; TC \u2014 silindri i frenave; AR \u2014 automati i ngarkes\u00ebs<\/i>
    \n\"E
    \n
    \nLinja e frenimit<\/i> (\u0422\u041c) \u2014 \u0442\u0440\u0443\u0431\u0430 \u0434\u0438\u0430\u043c\u0435\u0442\u0440\u043e\u043c 1,25» \u0438\u0434\u0443\u0449\u0430\u044f \u0432\u0434\u043e\u043b\u044c \u0432\u0441\u0435\u0433\u043e \u0432\u0430\u0433\u043e\u043d\u0430, \u043d\u0430 \u043a\u043e\u043d\u0446\u0430\u0445 \u043e\u043d\u0430 \u0441\u043d\u0430\u0431\u0436\u0435\u043d\u0430 me ventilat p\u00ebrfundimtar\u00eb<\/i>, p\u00ebr t\u00eb shk\u00ebputur linj\u00ebn e frenimit gjat\u00eb ndarjes s\u00eb vagoni para \u00e7lirimit t\u00eb fijeve lidh\u00ebse fleksibile. N\u00eb linj\u00ebn e frenimit, n\u00eb m\u00ebnyr\u00eb normale, mbahet presioni i njohur si presioni i ngarkes\u00ebs<\/i> me vler\u00ebn 0,50 \u2014 0,54 MPa, k\u00ebshtu q\u00eb shk\u00ebputja e fijeve pa mbylljen e ventilave p\u00ebrfundimtar\u00eb \u00ebsht\u00eb nj\u00eb aktivitet dyshues q\u00eb, n\u00eb kuptimin e v\u00ebrtet\u00eb t\u00eb fjal\u00ebs, mund t'ju merrte kok\u00ebn.<\/p>\n

    Rezervuari i ajrit, q\u00eb \u00ebsht\u00eb direkt i d\u00ebrguar n\u00eb silindrat e frenave, ruhet n\u00eb rezervuari rezerv\u00eb<\/i> (ZR), q\u00eb n\u00eb shumic\u00ebn e rasteve ka nj\u00eb volum prej 78 litrash. Presioni n\u00eb rezervuarin rezerv\u00eb \u00ebsht\u00eb sakt\u00ebsisht i nj\u00ebjt\u00eb me presionin n\u00eb magistralen e frenave. Por jo, nuk \u00ebsht\u00eb 0,50 \u2013 0,54 MPa. Arsyetimi \u00ebsht\u00eb se nj\u00eb presion i till\u00eb do t\u00eb jet\u00eb n\u00eb magistralen e frenave n\u00eb lokomotiv\u00eb. Dhe sa m\u00eb larg nga lokomotiva, aq m\u00eb i vog\u00ebl \u00ebsht\u00eb presioni n\u00eb magistralen e frenave, sepse aty patjet\u00ebr ka ngushtica q\u00eb \u00e7ojn\u00eb n\u00eb rrjedhje ajri. K\u00ebshtu q\u00eb presioni n\u00eb magistralen e frenave t\u00eb vagonit t\u00eb fundit n\u00eb tren do t\u00eb jet\u00eb pak m\u00eb i vog\u00ebl se ai n\u00eb ngarkes\u00eb. <\/p>\n

    Cilindri i frenave<\/i>, dhe n\u00eb shumic\u00ebn e vagon\u00ebve \u00ebsht\u00eb i vet\u00ebm, kur mbushet nga rezervuari rezerv\u00eb, p\u00ebrmes mekanizmit t\u00eb leverdh\u00ebs s\u00eb frenave e shtyn t\u00eb gjitha pedal\u00ebt e disponuesh\u00ebm n\u00eb vagon. Volumi i cilindrit t\u00eb frenave \u00ebsht\u00eb rreth 8 litra, k\u00ebshtu q\u00eb gjat\u00eb frenimit t\u00eb plot\u00eb, presioni n\u00eb t\u00eb nuk kalon 0,4 MPa. Presioni n\u00eb rezervuarin rezerv\u00eb bie gjithashtu n\u00eb t\u00eb nj\u00ebjt\u00ebn mas\u00eb.<\/p>\n

    Aktori kryesor n\u00eb k\u00ebt\u00eb sistem \u00ebsht\u00eb distributori i ajrit<\/i>. Ky pajisje reagon ndaj ndryshimeve n\u00eb presionin e magistral\u00ebs s\u00eb frenave, duke kryer operacione t\u00eb ndryshme n\u00eb var\u00ebsi t\u00eb drejtimit dhe ritmit t\u00eb ndryshimit t\u00eb k\u00ebtij presioni.<\/p>\n

    Kur bie presioni n\u00eb magistral\u00ebn e frenave, ndodh frenimi. Por jo me \u00e7do r\u00ebnie presioni \u2014 ulja e presionit duhet t\u00eb ndodh\u00eb me nj\u00eb rit\u00ebm t\u00eb caktuar, t\u00eb quajtur ritmi i frenimit sh\u00ebrbyes<\/i>. Ky rit\u00ebm sigurohet nga krani i makinistit<\/i> n\u00eb kabin\u00ebn e lokomotiv\u00ebs dhe \u00ebsht\u00eb nga 0,01 deri n\u00eb 0,04 MPa n\u00eb sekond\u00eb. N\u00ebse r\u00ebnia e presionit ndodh me nj\u00eb rit\u00ebm m\u00eb t\u00eb vog\u00ebl, frenimi nuk ndodh. Kjo \u00ebsht\u00eb b\u00ebr\u00eb q\u00eb frenat t\u00eb mos aktivizohen gjat\u00eb rrjedhjeve standarde nga magistrala e frenave, dhe gjithashtu t\u00eb mos aktivizohen gjat\u00eb eliminimit t\u00eb presionit t\u00eb tep\u00ebrt, p\u00ebr t\u00eb cilin do t\u00eb flasim m\u00eb von\u00eb.<\/p>\n

    Kur aktivizohet distributori i ajrit p\u00ebr frenim, ai b\u00ebn nj\u00eb shkarkim shtes\u00eb t\u00eb magistral\u00ebs s\u00eb frenave me nj\u00eb rit\u00ebm sh\u00ebrbyes prej 0,05 MPa. Ky veprim realizohet p\u00ebr t\u00eb siguruar nj\u00eb ulje t\u00eb q\u00ebndrueshme t\u00eb presionit gjat\u00eb gjith\u00eb gjat\u00ebsi t\u00eb trenit. N\u00ebse nuk b\u00ebhet shkarkimi shtes\u00eb, vagon\u00ebt e fundit t\u00eb nj\u00eb treni t\u00eb gjat\u00eb mund t\u00eb mos frenohen n\u00eb thelb. Shkarkimin shtes\u00eb t\u00eb magistral\u00ebs s\u00eb frenave e kryejn\u00eb t\u00eb gjith\u00eb<\/b> distributor\u00ebt modern\u00eb t\u00eb ajrit, p\u00ebrfshir\u00eb ata p\u00ebr pasagjer\u00ebt.<\/p>\n

    Kur gjat\u00eb frenimit, ndar\u00ebsi i ajrit ndalon rezervuarin e rezerv\u00ebs nga magistralja e frenimit dhe e lidh at\u00eb me cilindrin e frenimit. Ky cilind\u00ebr mbushet. Mbingarkohet p\u00ebr aq koh\u00eb sa vazhdon r\u00ebnia e presionit n\u00eb magistral\u00ebn e frenimit. Kur ndalet r\u00ebnia e presionit n\u00eb MF, mbushja e cilindrit t\u00eb frenimit ndalet. Kjo p\u00ebrcakton m\u00ebnyr\u00ebn mbylljeve<\/i>. Presioni i krijuar n\u00eb cilindrin e frenimit varet nga dy faktor\u00eb:<\/p>\n

      \n
    1. thell\u00ebsis\u00eb s\u00eb shkarkimit t\u00eb magistral\u00ebs s\u00eb frenimit, dometh\u00ebn\u00eb nga niveli i r\u00ebnies s\u00eb presionit n\u00eb t\u00eb n\u00eb krahasim me ngarkes\u00ebn<\/li>\n
    2. re\u017eimi i pun\u00ebs s\u00eb ndar\u00ebsit t\u00eb ajrit<\/li>\n<\/ol>\n

      \nNdar\u00ebsi i ajrit p\u00ebr ngarkes\u00eb ka tre m\u00ebnyra operimi: i ngarkuar (G), i mes\u00ebm (M) dhe i zbraz\u00ebt (P). K\u00ebto m\u00ebnyra dallohen nga presioni maksimal q\u00eb arrihet n\u00eb cilindrat e frenimit. Kalimi midis m\u00ebnyrave b\u00ebhet manualisht me an\u00eb t\u00eb kthes\u00ebs s\u00eb nj\u00eb doreze t\u00eb ve\u00e7ant\u00eb p\u00ebr nd\u00ebrrim.<\/p>\n

      N\u00ebse e p\u00ebrmbledhim, var\u00ebsia e presionit n\u00eb cilindrin e frenimit nga thell\u00ebsia e shkarkimit t\u00eb magistral\u00ebs s\u00eb frenimit me ndar\u00ebsin 483 n\u00eb m\u00ebnyra t\u00eb ndryshme duket k\u00ebshtu<\/p>\n

      \"E
      \nNj\u00eb nga disavantazhet e p\u00ebrdorimit t\u00eb nd\u00ebrruesit t\u00eb m\u00ebnyr\u00ebs \u00ebsht\u00eb se punonj\u00ebsi i trenit duhet t\u00eb kaloj\u00eb gjat\u00eb gjith\u00eb m\u00ebnyr\u00ebs, t\u00eb futet n\u00ebn secil\u00ebn vagon dhe t\u00eb nd\u00ebrroj\u00eb nd\u00ebrruesin e m\u00ebnyr\u00ebs n\u00eb pozitat e duhura. Kjo, sipas thashethemeve q\u00eb arrijn\u00eb nga operimi, nuk b\u00ebhet gjithmon\u00eb. Mbingarkimi i tep\u00ebrt i cilindrave t\u00eb frenimit n\u00eb nj\u00eb vagon t\u00eb zbraz\u00ebt rrezikon t\u00eb shkaktoj\u00eb rr\u00ebshqitje, ul efikasitetin e frenimit dhe d\u00ebmton \u00e7iftet e rrotave. P\u00ebr t\u00eb dal\u00eb nga nj\u00eb situat\u00eb e till\u00eb n\u00eb vagona t\u00eb ngarkuar nd\u00ebrmjet ndar\u00ebsit t\u00eb ajrit dhe cilindrit t\u00eb frenimit aktivizojn\u00eb t\u00eb quajturin sistemi automatik<\/i> (A), i cili, duke p\u00ebrcaktuar mekanikisht mas\u00ebn e vagoni, rregullon ngadal\u00eb presionin maksimal n\u00eb cilindrin e frenimit. N\u00ebse vagon \u00ebsht\u00eb i pajisur me sistemin automatik, nd\u00ebrruesi i m\u00ebnyr\u00ebs n\u00eb NRs vendoset n\u00eb pozitat \"ngarkuar\".<\/p>\n

      Frenimi zakonisht kryhet n\u00eb m\u00ebnyr\u00eb graduale. Shtresa minimale e shkarkimit t\u00eb rrjetit frenues p\u00ebr VR483 do t\u00eb jet\u00eb 0.06 - 0.08 MPa. N\u00eb k\u00ebt\u00eb rast, n\u00eb cilindrat frenues vendoset nj\u00eb presion prej 0.1 MPa. N\u00eb k\u00ebt\u00eb moment, drejtuesi vendos kranin n\u00eb pozita mbyll\u00ebse, n\u00eb t\u00eb cil\u00ebn ruhet niveli i presionit, i vendosur pas frenimit. N\u00ebse efikasiteti i frenimit nga nj\u00eb shkall\u00eb \u00ebsht\u00eb i pamjaftuesh\u00ebm, kryhet shkalla tjet\u00ebr. N\u00eb k\u00ebt\u00eb rast, distribuatori i ajrit nuk i jep r\u00ebnd\u00ebsi se me cilin rit\u00ebm ndodh shkarkimi - gjat\u00eb uljes s\u00eb presionit me \u00e7do rit\u00ebm ndodh mbushja e cilindrave frenues proporcionalisht me nivelin e uljes s\u00eb presionit.<\/p>\n

      \u00c7lirimi i plot\u00eb i frenave (shkarkimi i plot\u00eb i cilindrave frenues n\u00eb t\u00eb gjith\u00eb trenin) b\u00ebhet n\u00ebp\u00ebrmjet rritjes s\u00eb presionit n\u00eb rrjetin frenues mbi at\u00eb t\u00eb mbushjes. Ve\u00e7an\u00ebrisht, n\u00eb trenat e mallrave, b\u00ebhet nj\u00eb rritje e ndjeshme e presionit n\u00eb RR mbi at\u00eb t\u00eb mbushjes, n\u00eb m\u00ebnyr\u00eb q\u00eb vala e rritjes s\u00eb presionit t\u00eb arrij\u00eb deri n\u00eb vagonat m\u00eb t\u00eb fundit. \u00c7lirimi i plot\u00eb i frenave n\u00eb nj\u00eb tren mallrash \u00ebsht\u00eb nj\u00eb proces i gjat\u00eb dhe mund t\u00eb zgjas\u00eb deri n\u00eb nj\u00eb minut\u00eb.<\/p>\n

      VR483 ka dy moda \u00e7lirimi: e nivelit dhe e mali. N\u00eb modin e nivelit, gjat\u00eb rritjes s\u00eb presionit n\u00eb rrjetin frenues ndodh \u00e7lirimi i plot\u00eb, pa shkall\u00eb. N\u00eb modin e mali, \u00ebsht\u00eb e mundur nj\u00eb \u00e7lirim me shkall\u00eb t\u00eb frenave, q\u00eb n\u00ebnkupton nj\u00eb shkarkim t\u00eb paplot\u00eb t\u00eb cilindrave frenues. Ky mod p\u00ebrdoret gjat\u00eb l\u00ebvizjes n\u00eb nj\u00eb profil t\u00eb komplikuar me nj\u00eb shkall\u00eb t\u00eb madhe.<\/p>\n

      Distribuatori i ajrit 483 \u00ebsht\u00eb nj\u00eb aparat shum\u00eb interesant. Nj\u00eb analiza e detajuar e struktur\u00ebs dhe funksionit t\u00eb tij \u00ebsht\u00eb nj\u00eb tem\u00eb p\u00ebr nj\u00eb artikull t\u00eb ve\u00e7ant\u00eb t\u00eb madh. K\u00ebtu kemi shqyrtuar parimet e p\u00ebrgjithshme t\u00eb funksionit t\u00eb frenave t\u00eb mallrave.<\/p>\n

      3. Frenat pneumatike t\u00eb tipit pasagjer\u00eb<\/h1>\n

      \nPajisja e frenimit t\u00eb vagonit t\u00eb pasagjer\u00ebve: 1 \u2014 p\u00eblhur\u00eb lidh\u00ebse; 2 \u2014 ventili i fundit; 3, 5 \u2014 kutit\u00eb lidh\u00ebse t\u00eb linj\u00ebs s\u00eb frenimit elektropneumatik; 4 \u2014 ventili ndalues; 6 \u2014 tubo me instalim p\u00ebr frenimin elektropneumatik; 7 \u2014 peizazhi i izoluar i p\u00eblhur\u00ebs lidh\u00ebse; 8 \u2014 kapaku i pluhurit; 9 \u2014 devijimi n\u00eb shp\u00ebrndar\u00ebsin e ajrit; 10 \u2014 ventili ndar\u00ebs; 11 \u2014 dhoma e pun\u00ebs e shp\u00ebrndar\u00ebsit elektrovapor; TM \u2014 magistralja e frenimit; VR \u2014 shp\u00ebrndar\u00ebsi i ajrit; EVR \u2014 shp\u00ebrndar\u00ebsi elektrovapor; TC \u2014 cilindri i frenimit; ZR \u2014 rezervuari rezerv\u00eb.<\/i><\/p>\n

      \"E
      \n
      \nSyt\u00eb bien menj\u00ebher\u00eb n\u00eb numrin m\u00eb t\u00eb madh t\u00eb pajisjeve, duke filluar nga fakti se k\u00ebtu ka tre ventila ndalues (nj\u00eb n\u00eb \u00e7do korridor dhe nj\u00eb n\u00eb dhom\u00ebn e punonj\u00ebsit), p\u00ebrfundojn\u00eb me faktin se vagon\u00ebt e pasagjer\u00ebve vendas jan\u00eb pajisur me t\u00eb dyja, si pneumatikun, ashtu edhe frenin elektropneumatic<\/i> (EPT).<\/p>\n

      Lexuesi i kujdessh\u00ebm menj\u00ebher\u00eb do t\u00eb v\u00ebrejn\u00eb mang\u00ebsin\u00eb kryesore t\u00eb menaxhimit pneumatik t\u00eb frenave \u2014 shpejt\u00ebsin\u00eb p\u00ebrfundimtare t\u00eb shp\u00ebrndarjes s\u00eb val\u00ebs s\u00eb frenimit, e cila \u00ebsht\u00eb e kufizuar nga shpejt\u00ebsia e z\u00ebrit. N\u00eb praktik\u00eb, megjithat\u00eb, kjo shpejt\u00ebsi \u00ebsht\u00eb m\u00eb e ul\u00ebt, duke arritur 280 m\/s n\u00eb frenimin sh\u00ebrbim dhe 300 m\/s n\u00eb frenimin emergjent. P\u00ebr m\u00eb tep\u00ebr, kjo shpejt\u00ebsi varet shum\u00eb nga temperatura e ajrit dhe gjat\u00eb dimrit, p\u00ebr shembull, ajo \u00ebsht\u00eb m\u00eb e ul\u00ebt. Prandaj, shoq\u00ebruesi i p\u00ebrhersh\u00ebm i frenave pneumatik \u00ebsht\u00eb paqart\u00ebsia e funksionimit t\u00eb tyre n\u00eb lidhje me trenin.<\/p>\n

      Paqart\u00ebsia e funksionimit \u00e7on n\u00eb dy gj\u00ebra \u2014 krijimin e reakcioneve t\u00eb r\u00ebnd\u00ebsishme longitudinale n\u00eb tren, si dhe rritjen e distanc\u00ebs s\u00eb frenimit. E para nuk \u00ebsht\u00eb aq karakteristike p\u00ebr trenat e pasagjer\u00ebve, megjithat\u00eb, kapacitetet q\u00eb l\u00ebvizin n\u00eb tavolin\u00ebn e dhom\u00ebs me \u00e7aj dhe pije t\u00eb tjera nuk do t'i g\u00ebzojn\u00eb ask\u00ebnd. Nd\u00ebrsa rritja e distanc\u00ebs s\u00eb frenimit \u00ebsht\u00eb nj\u00eb problem serioz, ve\u00e7an\u00ebrisht n\u00eb l\u00ebvizjen e pasagjer\u00ebve.<\/p>\n

      P\u00ebr m\u00eb tep\u00ebr, ndarja e ajrit p\u00ebr pasagjer\u00eb t\u00eb vendit ton\u00eb \u2013 si modeli i vjet\u00ebr num\u00ebr 292, ashtu edhe ai i ri num\u00ebr 242 (t\u00eb cil\u00ebt, p\u00ebr t'iu referuar, po shtohen gjithnj\u00eb e m\u00eb shum\u00eb n\u00eb parkun e vagon\u00ebve p\u00ebr pasagjer\u00eb), k\u00ebto dy pajisje jan\u00eb pasardh\u00ebs t\u00eb drejtp\u00ebrdrejt\u00eb t\u00eb atij ventili t\u00eb trefisht\u00eb t\u00eb Westinghouse, dhe ato operojn\u00eb mbi ndryshimin e dy presioneve \u2013 n\u00eb magistral\u00ebn e frenimit dhe rezervuarin rezerv\u00eb. Ato dallohen nga ventili i trefisht\u00eb p\u00ebrve\u00e7 mund\u00ebsis\u00eb s\u00eb funksionit t\u00eb mbylljes, dometh\u00ebn\u00eb aft\u00ebsia p\u00ebr frenim me hapa; ndihma e shtes\u00eb e shp\u00ebrb\u00ebrjes s\u00eb magistral\u00ebs s\u00eb frenimit gjat\u00eb frenimit; dhe pranimi n\u00eb konstrukcionin e acceleratorit t\u00eb frenimit t\u00eb urgjenc\u00ebs. K\u00ebto ndar\u00ebs ajri nuk ofrojn\u00eb lirimin me hapa \u2013 ato japin menj\u00ebher\u00eb lirimin e plot\u00eb sa her\u00eb q\u00eb presioni n\u00eb magistralen e frenimit tejkalon presionin n\u00eb rezervuarin rezerv\u00eb, i cili \u00ebsht\u00eb vendosur atje pas frenimit. Lirimi me hapa \u00ebsht\u00eb shum\u00eb i dobish\u00ebm p\u00ebr rregullimin e frenimeve p\u00ebr ndalimin e sakt\u00eb n\u00eb platform\u00ebn e ngarkes\u00ebs.<\/p>\n

      T\u00eb dy problemet \u2013 paanshm\u00ebria e veprimit t\u00eb fren\u00ebve dhe mungesa e lirimit me hapa, n\u00eb binar\u00ebt 1520 mm zgjidhen me vendosjen e ndar\u00ebsve t\u00eb ajrit me menaxhim elektrik n\u00eb vagon\u00eb \u2013 ndar\u00ebs ajri elektrik<\/i> (EAV), model num\u00ebr 305.<\/p>\n

      EPT-ja vendase \u2013 frenimi elektrike-pneumatik \u2013 \u00ebsht\u00eb vepron direkt, pa veprim automatik. N\u00eb trenat p\u00ebr pasagjer\u00eb me t\u00ebrheqje lokomotive, EPT punon sipas nj\u00eb skeme me dy tela.<\/p>\n

      Schema strukturore e EPT-s\u00eb me dy tela: 1 \u2013 kontrolluesi i menaxhimit n\u00eb ventili i shoferit; 2 \u2013 bateria; 3 \u2013 konvertoni t\u00eb energjis\u00eb statike; 4 \u2013 tabela e dritave kontrolluese; 5 \u2013 blloku i menaxhimit; 6 \u2013 blloku i terminaleve; 7 \u2013 krye t\u00eb lidh\u00ebsve n\u00eb krah\u00eb; 8 \u2013 var\u00ebsi e izoluar; 9 \u2013 ventil me pol semiconductor; 10 \u2013 ventil i lirimit elektromagnetik; 11 \u2013 ventil i frenimit elektromagnetik.<\/i>
      \n\"E<\/p>\n

      Deri n\u00eb fund t\u00eb trenit, shtrihen dy tela: numri 1 dhe numri 2 n\u00eb figur\u00eb. N\u00eb vagonin e fundit, k\u00ebto tela jan\u00eb elektrisht t\u00eb lidhura me nj\u00ebri-tjetrin dhe p\u00ebrmes ciklit t\u00eb krijuar lejojn\u00eb kalimin e rrym\u00ebs ndryshimi me frekuenc\u00eb 625 Hz. Kjo b\u00ebhet p\u00ebr t\u00eb kontrolluar integritetin e linj\u00ebs s\u00eb menaxhimit t\u00eb EPT-s\u00eb. Kur telit prishet, zinxhiri i rrym\u00ebs ndryshimi prish\u00ebt, shoferi merr sinjalin n\u00eb form\u00ebn e fikjes s\u00eb drit\u00ebs kontrolluese \"O\" (lirimi) n\u00eb kabin\u00ebn e tij.<\/p>\n

      Menaxhimi b\u00ebhet me rrym\u00eb t\u00eb vazhdueshme me polaritet t\u00eb ndrysh\u00ebm. N\u00eb k\u00ebt\u00eb rast, treni i energjis\u00eb elektrike funksionon si nj\u00eb tel me potencial zero. Kur tensioni pozitiv (n\u00eb raport me shinat) aplikohet n\u00eb telin EPT, aktivizohen t\u00eb dy ventilat elektromagnetik\u00eb, t\u00eb instaluar n\u00eb shp\u00ebrndar\u00ebsin e ajrit elektrik: ventilatori i lirimit (OV) dhe ventilatori i frenimit (TV). I pari i izolon dhom\u00ebn e pun\u00ebs (RK) t\u00eb shp\u00ebrndar\u00ebsit t\u00eb ajrit elektrik nga atmosfera, dhe i dyti e mbush at\u00eb nga rezerva rezervuese. M\u00eb pas, futet nj\u00eb rele presioni q\u00eb \u00ebsht\u00eb instaluar n\u00eb EVR, e cila punon n\u00eb baz\u00eb t\u00eb diferenc\u00ebs s\u00eb presionit n\u00eb dhom\u00ebn e pun\u00ebs dhe n\u00eb cilindrin e frenimit. Kur presioni n\u00eb RK e kalon presionin n\u00eb TC, ndodh mbushja e tij me aj\u00ebr nga rezerva rezervuese, deri n\u00eb presionin q\u00eb u arrit n\u00eb dhom\u00ebn e pun\u00ebs.<\/p>\n

      Kur aplikohet nj\u00eb potencial negativ n\u00eb tel, ventilatori i frenimit \u00ebsht\u00eb deaktivizuar, pasi rrjedha elektrike p\u00ebr t\u00eb ndalet nga diodi. B\u00ebr\u00eb aktive mbetet vet\u00ebm ventilatori i lirimit, i cili mban presionin n\u00eb dhom\u00ebn e pun\u00ebs. K\u00ebshtu realizohet pozita e pezullimit.<\/p>\n

      Kur tensioni hiqet, ventilatori i lirimit humbet furnizimin, duke hapur dhom\u00ebn e pun\u00ebs n\u00eb atmosfer\u00eb. Kur presioni n\u00eb dhom\u00ebn e pun\u00ebs ulet, releu i presionit liron ajrin edhe nga cilindrat e frenimit. N\u00ebse pas nj\u00eb pezullimi t\u00eb shkurt\u00ebr, q\u00ebndruesh\u00ebm vendoset krani i makinistit n\u00eb pozita e pezullimit, ulja e presionit n\u00eb dhom\u00ebn e pun\u00ebs do t\u00eb ndalet, si dhe lirimi i ajrit nga cilindri i frenimit. K\u00ebshtu arrihet mund\u00ebsia e pezullimit t\u00eb graduar t\u00eb frenimit.<\/p>\n

      \u00c7far\u00eb do t\u00eb ndodh\u00eb n\u00eb rast t\u00eb prishjes s\u00eb telit? Sakt\u00eb - EPT do t\u00eb lirohet. Prandaj, ky fren (n\u00eb mjetet e transportit t\u00eb vendit) nuk \u00ebsht\u00eb automatik. N\u00eb rast prishjeje t\u00eb EPT, makinisti ka mund\u00ebsi t\u00eb kaloj\u00eb n\u00eb menaxhimin pneumatik t\u00eb frenave.<\/p>\n

      EPT shp\u00ebrblen plot\u00ebsimin e cilindrave t\u00eb frenave dhe zbrazjen e tyre n\u00eb t\u00eb gjith\u00eb trenin. Tempo e plot\u00ebsimit dhe zbrazjes \u00ebsht\u00eb e lart\u00eb - 0.1 MPa p\u00ebr sekond\u00eb. EPT \u00ebsht\u00eb nj\u00eb fren\u00eb e pashtershme, sepse gjat\u00eb funksionimit t\u00eb saj, shp\u00ebrndar\u00ebsi i zakonsh\u00ebm i ajrit ndodhet n\u00eb modalitetin e l\u00ebshimit dhe ushqen rezervuar\u00ebt rezerv\u00eb nga magistralja e frenave, e cila nga ana e saj ushqehet nga krani i makinerit n\u00eb lokomotiv\u00eb nga rezervuar\u00ebt kryesor\u00eb. Prandaj, mund t\u00eb frenoni me EPT me \u00e7do frekuenc\u00eb q\u00eb \u00ebsht\u00eb e nevojshme p\u00ebr kontrollin operativ t\u00eb frenave. Mund\u00ebsia e l\u00ebshimit gradal lejon t\u00eb kontrolloni shpejt\u00ebsin\u00eb e trenit shum\u00eb sakt\u00eb dhe me leht\u00ebsi.<\/p>\n

      Kontrolli pneumatik i frenave t\u00eb trenit t\u00eb pasagjer\u00ebve nuk ndryshon shum\u00eb nga ai i frenave t\u00eb ngarkesave. Ka ndryshime n\u00eb metodat e kontrollit, p\u00ebr shembull, l\u00ebshimi i fren\u00ebs pneumatik b\u00ebhet deri n\u00eb presionin e karikimit, pa e rritur at\u00eb. N\u00eb p\u00ebrgjith\u00ebsi, rritja e tepruar e presionit n\u00eb magistral\u00ebn e frenave t\u00eb trenit t\u00eb pasagjer\u00ebve \u00ebsht\u00eb e rrezikshme, prandaj gjat\u00eb l\u00ebshimit t\u00eb plot\u00eb t\u00eb EPT, presioni n\u00eb TM rritet maksimumi me 0.02 MPa mbi vler\u00ebn e presionit t\u00eb caktuar t\u00eb karikimit.<\/p>\n

      Thell\u00ebsia minimale e ngarkes\u00ebs TM gjat\u00eb frenimit t\u00eb fren\u00ebs s\u00eb pasagjer\u00ebve \u00ebsht\u00eb 0.04 - 0.05 MPa, nd\u00ebrsa n\u00eb cilindrat e frenave krijohet nj\u00eb presion prej 0.1 - 0.15 MPa. Presioni maksimal n\u00eb cilindrin e frenave t\u00eb vagonit t\u00eb pasagjer\u00ebve \u00ebsht\u00eb i kufizuar nga volumi i rezervuarit rezerv\u00eb dhe zakonisht nuk kalon 0.4 MPa. <\/p>\n

      P\u00ebrfundim<\/h1>\n

      \nTani do t\u00eb drejtohem te disa komentues q\u00eb jan\u00eb t\u00eb befasuar (dhe sipas mendimit tim, madje t\u00eb shqet\u00ebsuar, por nuk e them dot me siguri) nga kompleksiteti i fren\u00ebs s\u00eb trenit. N\u00eb komentet propozohet q\u00eb t\u00eb aplikohet skema e makinave me energji akumulator\u00ebsh. Sigurisht, nga divani, ose nga karrigia kompjuterike n\u00eb zyr\u00eb, p\u00ebrmes dritares s\u00eb shfletuesit shum\u00eb probleme duken m\u00eb t\u00eb dukshme dhe zgjidhjet e tyre jan\u00eb m\u00eb t\u00eb qarta, por lejo t\u00eb theksoj se shumica e zgjidhjeve teknike t\u00eb miratuara n\u00eb bot\u00ebn reale kan\u00eb nj\u00eb justifikim t\u00eb qart\u00eb.<\/p>\n

      Si e p\u00ebrmendur, problemi kryesor i frenave pneumatik n\u00eb tren \u00ebsht\u00eb shpejtesia finale e r\u00ebnies s\u00eb presionit p\u00ebrmes nj\u00eb tube t\u00eb gjat\u00eb (deri n\u00eb 1,5 km n\u00eb nj\u00eb tren prej 100 vagonesh) t\u00eb sistemit frenues - vala e frenimit. P\u00ebr t\u00eb p\u00ebrshpejtuar k\u00ebt\u00eb val\u00eb frenimi k\u00ebrkohet nj\u00eb shkarkim i shtuar, i realizuar nga shp\u00ebrndar\u00ebsi i ajrit. N\u00ebse nuk ka shp\u00ebrndar\u00ebs ajri, nuk ka as shkarkim t\u00eb shtuar. K\u00ebshtu q\u00eb frenat e energjis\u00eb akumuese do t\u00eb jen\u00eb duksh\u00ebm m\u00eb t\u00eb dob\u00ebt n\u00eb karakteristikat e shp\u00ebrthimit, duke na kthyer n\u00eb koh\u00ebt e Westinghouse. Nj\u00eb tren ngarkese nuk \u00ebsht\u00eb nj\u00eb kamion ngarkese, jan\u00eb masa t\u00eb tjera dhe pra parime t\u00eb tjera p\u00ebr menaxhimin e frenave. Jam i sigurt se kjo nuk \u00ebsht\u00eb rast\u00ebsi dhe drejtimi i shkenc\u00ebs globale t\u00eb frenimit nuk \u00ebsht\u00eb rast\u00ebsisht n\u00eb rrug\u00ebn q\u00eb na \u00e7oi n\u00eb k\u00ebt\u00eb lloj konstruksioni.<\/p>\n

      Ky artikull \u00ebsht\u00eb nj\u00eb lloj p\u00ebrmbledhjeje e sistemeve t\u00eb frenave ekzistuese n\u00eb materialin modern t\u00eb l\u00ebvizsh\u00ebm. N\u00eb artikujt e tjer\u00eb t\u00eb k\u00ebtij cikli do t\u00eb ndalem m\u00eb n\u00eb detaje p\u00ebr secil\u00ebn prej tyre. Ne do t\u00eb m\u00ebsojm\u00eb se cilat pajisje p\u00ebrdoren p\u00ebr menaxhimin e frenave, si jan\u00eb nd\u00ebrtuar shp\u00ebrndar\u00ebsit e ajrit. Do t\u00eb shqyrtojm\u00eb m\u00eb n\u00eb detaje \u00e7\u00ebshtjet e frenimit rikuperues dhe t\u00eb frenimit me rezistenc\u00eb. Natyrisht, do t\u00eb shqyrtojm\u00eb edhe frenat e transportit me shpejt\u00ebsi t\u00eb lart\u00eb. Deri n\u00eb takimin e radh\u00ebs dhe faleminderit p\u00ebr v\u00ebmendjen!<\/p>\n

      P.S.: Shok\u00eb! Nj\u00eb fal\u00ebnderim t\u00eb ve\u00e7ant\u00eb d\u00ebshiroj t\u00eb shpreh p\u00ebr mas\u00ebn e mesazheve personale q\u00eb tregonin gabimet dhe shtypjet n\u00eb artikull. Po, un\u00eb jam nj\u00eb m\u00ebkatar q\u00eb nuk e njoh mir\u00eb gjuh\u00ebn ruse dhe ngat\u00ebrrohem n\u00eb taste. Kam p\u00ebrpjekur t\u00eb korrigjoj v\u00ebrejtjet tuaja.
      \n
      Burimi: habr.com<\/a><\/p>","protected":false,"gt_translate_keys":[{"key":"rendered","format":"html"}]},"excerpt":{"rendered":"

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