{"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 rreth frenave t\u00eb hekurudhave: pjesa 2","gt_translate_keys":[{"key":"rendered","format":"text"}]},"content":{"rendered":"

Po shoh e par\u00eb<\/a><\/noindex>, pjesa historike e tregimit tim i p\u00eblqeu publikut, prandaj nuk \u00ebsht\u00eb m\u00ebkat t\u00eb vazhdoj.<\/p>\n

Trenat me shpejt\u00ebsi t\u00eb lart\u00eb, si TGV, tashm\u00eb nuk p\u00ebrdorin frenim pneumatik<\/i><\/p>\n

\"E<\/p>\n

Sot do t\u00eb flasim p\u00ebr modernitetin, ve\u00e7an\u00ebrisht p\u00ebr qasjet n\u00eb krijimin e sistemeve t\u00eb frenimit p\u00ebr mjete l\u00ebviz\u00ebse q\u00eb p\u00ebrdoren n\u00eb shekullin XXI, i cili sapo do t\u00eb kaloj\u00eb tre dekada.
\n<\/a><\/noindex><\/p>\n

1. Klasifikimi i frenave t\u00eb mjeteve l\u00ebviz\u00ebse<\/h1>\n

\nDuke u nisur nga principi fizik i krijimit t\u00eb forc\u00ebs frenues, t\u00eb gjith\u00eb frenat hekurudhore mund t\u00eb ndahen n\u00eb dy lloje kryesore: frenat f\u00ebrkuese<\/i>, q\u00eb p\u00ebrdorin forc\u00ebn e f\u00ebrkimit, dhe frenat dinamike<\/i>, q\u00eb p\u00ebrdorin t\u00ebrheqjen p\u00ebr t\u00eb krijuar momentin frenues.<\/p>\n

Frenat f\u00ebrkuese p\u00ebrfshijn\u00eb frenat me pllakata t\u00eb t\u00eb gjitha nd\u00ebrtimeve, duke p\u00ebrfshir\u00eb ato diskike, si dhe frenin magnetorail<\/i>, i cili aplikohen n\u00eb transportin me shpejt\u00ebsi t\u00eb lart\u00eb, kryesisht n\u00eb Evrop\u00ebn Per\u00ebndimore. P\u00ebr shkak t\u00eb binar\u00ebve 1520, ky lloj frenimi \u00ebsht\u00eb aplicuar ekskluzivisht n\u00eb trenin elektrik ER200. Sa i p\u00ebrket t\u00eb nj\u00ebjtit 'Sapsan', RZhD hoqi dor\u00eb nga p\u00ebrdorimi i frenimit me magnete n\u00eb t\u00eb, megjith\u00ebse prototipi i k\u00ebtij_treni elektrik, gjermani ICE3, \u00ebsht\u00eb i pajisur me at\u00eb frenim.<\/p>\n

Rrota e trenit ICE3 me frenim me magnete<\/i><\/p>\n

\"E
\n
\nRrota e trenit 'Sapsan'<\/i><\/p>\n

\"E
\n
\nP\u00ebr frenimet dinamik, dhe m\u00eb sakt\u00eb frenimet elektrodinamike<\/i> i p\u00ebrkasin t\u00eb gjitha frenimeve, veprimi i t\u00eb cilave bazohet n\u00eb kalimin e motor\u00ebve elektrik\u00eb t\u00ebrheq\u00ebs n\u00eb modin gjenerues (rikuperuese<\/i> dhe freni reostat<\/i>), si dhe frenimi nga kund\u00ebrfshirja<\/i><\/p>\n

Me me sistemin e rikuperimit dhe frenimin reostat, gjith\u00e7ka \u00ebsht\u00eb relativisht e qart\u00eb \u2014 motor\u00ebt n\u00eb nj\u00eb m\u00ebnyr\u00eb ose n\u00eb nj\u00eb tjet\u00ebr kalojn\u00eb n\u00eb modin e gjenerimit, dhe n\u00eb rastin e rikuperimit dor\u00ebzojn\u00eb energjin\u00eb n\u00eb rrjetin kontaktues, nd\u00ebrsa n\u00eb rastin e reostatit, energjia e prodhuar digjet n\u00eb rezistenca t\u00eb ve\u00e7anta. T\u00eb dy llojet e frenimit p\u00ebrdoren si n\u00eb trenat me t\u00ebrheqje lokomotive, ashtu edhe n\u00eb p\u00ebrb\u00ebrjet motorvagon, ku frenimi elektrodinamik \u00ebsht\u00eb frenimi kryesor operativ, p\u00ebr shkak t\u00eb numrit t\u00eb madh t\u00eb motor\u00ebve elektrik\u00eb t\u00eb t\u00ebrheqjes t\u00eb shp\u00ebrndar\u00eb p\u00ebr t\u00eb gjith\u00eb trenin. E vetmja mang\u00ebsi e frenimit elektrodinamik (FET) \u00ebsht\u00eb pamund\u00ebsia p\u00ebr t\u00eb ndaluar plot\u00ebsisht. Kur efikasiteti i FET bie, ajo z\u00ebvend\u00ebsohet automatikisht nga frenimi pneumatik me f\u00ebrkim.<\/p>\n

Sa i bllokimi i frenimit, ai siguron frenim deri n\u00eb ndalimin e plot\u00eb, pasi p\u00ebrfshin reversimin e motorit t\u00eb t\u00ebrheqjes gjat\u00eb l\u00ebvizjes. Megjithat\u00eb, ky mod \u00ebsht\u00eb zakonisht emergjent \u2014 p\u00ebrdorimi i tij normal \u00ebsht\u00eb i rreziksh\u00ebm p\u00ebr motorin e t\u00ebrheqjes. N\u00ebse marrim si shembull nj\u00eb motor kolektor, n\u00eb ndryshimin e polaritetit t\u00eb tensionit q\u00eb iu jepet atij, kund\u00ebr-EMT, q\u00eb ndodh n\u00eb motorin n\u00eb rrotullim, nuk publikohet nga tensioni ushyes, por bashkohet me t\u00eb \u2014 rrotat vazhdojn\u00eb t\u00eb rrotullohen n\u00eb t\u00eb nj\u00ebjt\u00ebn drejtim si n\u00eb modin e t\u00ebrheqjes! Kjo \u00e7on n\u00eb nj\u00eb rritje t\u00eb pap\u00ebrmbajtur t\u00eb rrym\u00ebs, dhe gj\u00ebja m\u00eb e mir\u00eb q\u00eb mund t\u00eb ndodh\u00eb \u00ebsht\u00eb q\u00eb aparatet elektrike t\u00eb mbrojtjes t\u00eb aktivizohen.<\/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 reversimin e motor\u00ebve gjat\u00eb l\u00ebvizjes. T\u00eb avancuarat e reversimit jan\u00eb bllokuar mekanikisht kur kontrollori i ngas\u00ebsit ndodhet n\u00eb pozitat e shpejt\u00ebsis\u00eb. N\u00eb trenat \u00abSapsan\u00bb dhe \u00abLastochka\u00bb, kthimi i nd\u00ebrruesit t\u00eb reversimit n\u00eb nj\u00eb shpejt\u00ebsi mbi 5 km\/h do t\u00eb sjell\u00eb frenim urgjent t\u00eb menj\u00ebhersh\u00ebm.<\/p>\n

Megjithat\u00eb, disa lokomotiva vendase, si p.sh. lokomotiva elektrike VL65, p\u00ebrdorin frenimin e reversit si nj\u00eb m\u00ebnyr\u00eb standard n\u00eb shpejt\u00ebsi t\u00eb ul\u00ebta.<\/p>\n

Frenimi i reversit \u00ebsht\u00eb m\u00ebnyra standarde e frenimit t\u00eb siguruar nga sistemi i kontrollit n\u00eb lokomotiv\u00ebn elektrike VL65.<\/i><\/p>\n

\"E
\n
\nDuhet t\u00eb theksohet se, pavar\u00ebsisht nga efikasiteti i lart\u00eb t\u00eb frenimit elektrodinamik, \u00e7do tren, gjithmon\u00eb, theksoj \u2014 gjithmon\u00eb \u00ebsht\u00eb i pajisur me nj\u00eb fren\u00eb pneumatike automatike, pra 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 frikcionike me bllok t\u00eb vjetra jan\u00eb n\u00eb mbrojtje t\u00eb siguris\u00eb s\u00eb l\u00ebvizjes.<\/p>\n

Sipas funksionit t\u00eb tyre, frenat e tipit frikcion kategorizohen n\u00eb<\/p>\n

    \n
  1. Frenat e q\u00ebndrimit, manuale ose automatike<\/li>\n
  2. Frenat e trenit \u2014 frenat pneumatike (PT) ose elektropneumatike (EPT), t\u00eb vendosura n\u00eb \u00e7do nj\u00ebsin\u00eb e materialit l\u00ebviz\u00ebs n\u00eb tren dhe t\u00eb kontrolluara qendrorisht nga kabina e shoferit.<\/li>\n
  3. T\u00ebrheq\u00ebsit e trenave jan\u00eb frenat pneumatik\u00eb t\u00eb drejtp\u00ebrdrejt\u00eb, t\u00eb destinuara p\u00ebr frenimin e lokomotiv\u00ebs, pa ndaluar trainin. Ato kontrollohen ve\u00e7mas nga trenat.<\/li>\n<\/ol>\n

    <\/p>\n

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

    \nFreni manual me ngasje mekanike nuk \u00ebsht\u00eb zhdukur nga parkimi, ai instalohet si n\u00eb lokomotiva ashtu edhe n\u00eb vagon\u00eb \u2014 thjesht ka ndryshuar funksionin e tij, duke u b\u00ebr\u00eb fren p\u00ebr parkim, q\u00eb lejon parandalimin e l\u00ebvizjes s\u00eb vetvetishme t\u00eb parkimi n\u00eb rast se del ajri nga sistemi i tij pneumatik. Rrotulla e kuqe, e ngjashme me at\u00eb t\u00eb timonit t\u00eb anijes \u2014 \u00ebsht\u00eb ngas\u00ebsi i frenit manual, nj\u00eb nga formate e tij.<\/p>\n

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

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

    \"E
    \n
    \nFreni manual n\u00eb nj\u00eb vagon modern t\u00eb ngarkes\u00ebs<\/i><\/p>\n

    \"E
    \n
    \nFreni manual me ndihm\u00ebn e ngasjes mekanike shtyn ndaj rrota t\u00eb nj\u00ebjtat \u00e7ak\u00ebll q\u00eb p\u00ebrdoren n\u00eb frenat normale.<\/p>\n

    N\u00eb materialin e avancuar t\u00eb treni, sidomos n\u00eb trenat elektrik\u00eb EVS1\/EVS2 \u00abSapsan\u00bb, ES1 \u00abLastochka\u00bb, si dhe n\u00eb lokomotiv\u00ebn EP20, frenat e parkimit jan\u00eb automatike dhe ngjeshja e bllokave n\u00eb disk frenash b\u00ebhet me energji akumulator\u00ebsh me spring<\/i>. Disa nga mekanizmat q\u00eb ngjeshin blloket n\u00eb disk frenash jan\u00eb t\u00eb pajisur me springa t\u00eb fuqishme, madje aq t\u00eb fuqishme, saq\u00eb lirimi b\u00ebhet me ndihm\u00ebn e nj\u00eb sistemi pneumatike me presion 0.5 MPa. N\u00eb k\u00ebt\u00eb rast, ndihma pneumatike kund\u00ebrshton springat q\u00eb ngjeshin blloket. Menaxhimi i k\u00ebtij freni t\u00eb parkimit realizohet p\u00ebrmes butonave n\u00eb pultin e drejtorit t\u00eb trenit.<\/p>\n

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

    \"E
    \n
    \nMe struktur\u00ebn e saj, ky fren \u00ebsht\u00eb analog me at\u00eb q\u00eb p\u00ebrdoret n\u00eb kamion\u00ebt e fuqish\u00ebm. Por si nj\u00eb fren kryesor n\u00eb trenat, nj\u00eb sistem i till\u00eb \u00ebsht\u00eb krejt\u00ebsisht i pap\u00ebrshtatsh\u00ebm<\/b>, dhe p\u00ebrse, do ta shpjegoj n\u00eb detaje pas p\u00ebrshkrimit t\u00eb funksionimit t\u00eb frenave pneumatike t\u00eb trenit.<\/p>\n

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

    \n\u00c7do vagoni i mallrave \u00ebsht\u00eb i pajisur me kompleksin e m\u00ebposht\u00ebm t\u00eb pajisjeve t\u00eb frenimit<\/p>\n

    Pajisjet e frenave t\u00eb vagonit t\u00eb mallrave: 1 \u2014 shtr\u00ebnguesi i frenave; 2 \u2014 krani p\u00ebrfundimtar; 3 \u2014 krani ndalues; 5 \u2014 grumbulluesi i pluhurit; 6, 7, 9 \u2014 modulat e shp\u00ebrndar\u00ebsit t\u00eb ajrit, nr. 483; 8 \u2014 krani i ndarjes; VR \u2014 shp\u00ebrndar\u00ebsi i ajrit; TM \u2014 magistralja e frenave; ZR \u2014 rezervuari rezerv\u00eb; TC \u2014 cilindri i frenave; AR \u2014 rregullimi automatik i mallrave<\/i>
    \n\"E
    \n
    \nMagistralja e frenave<\/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 kran\u00ebt p\u00ebrfundimtar\u00eb<\/i>, p\u00ebr t\u00eb ndar\u00eb magistral\u00ebn e frenave gjat\u00eb shk\u00ebputjes s\u00eb vagonit p\u00ebrpara ndarjes s\u00eb shtr\u00ebnguesve fleksib\u00ebl. N\u00eb magistral\u00ebn e frenave, n\u00eb modin normal mbahen presioni<\/i> i ngarkuar me nj\u00eb vler\u00eb prej 0,50 \u2014 0,54 MPa, k\u00ebshtu q\u00eb ndarja e shtr\u00ebnguesve pa mbylljen e kran\u00ebve p\u00ebrfundimtar\u00eb \u00ebsht\u00eb nj\u00eb veprim i dyshimt\u00eb, i cili n\u00eb sensin e drejtp\u00ebrdrejt\u00eb mund t'ju kushtoj\u00eb kok\u00ebn.<\/p>\n

    Rezerva e ajrit, q\u00eb d\u00ebrgohet drejtp\u00ebrdrejt n\u00eb cilindrat e frenave, ruhet n\u00eb rezervuarin rezerv\u00eb<\/i> (ZR), e cila n\u00eb shumic\u00ebn e rasteve ka nj\u00eb kapacitet prej 78 litrash. T\u00eb gjitha presionet n\u00eb rezervuarin e rezerv\u00ebs jan\u00eb t\u00eb barabarta me presionin n\u00eb linj\u00ebn e frenave. Por jo, kjo nuk \u00ebsht\u00eb 0,50 \u2014 0,54 MPa. E v\u00ebrteta \u00ebsht\u00eb se ky presion do t\u00eb jet\u00eb n\u00eb linj\u00ebn e frenave n\u00eb lokomotiv\u00eb. Dhe sa m\u00eb larg t\u00eb jesh nga lokomotiva, aq m\u00eb i ul\u00ebt \u00ebsht\u00eb presioni n\u00eb linj\u00ebn e frenave, sepse aty patjet\u00ebr ka ndonj\u00eb ndjeshm\u00ebri q\u00eb shkakton rrjedhje ajri. Prandaj, presioni n\u00eb linj\u00ebn e frenave t\u00eb vagonit t\u00eb fundit n\u00eb train do t\u00eb jet\u00eb disi m\u00eb i ul\u00ebt se ai i mbushjes. <\/p>\n

    Cilindri i frenave<\/i>, dhe n\u00eb shumic\u00ebn e vagon\u00ebve ai \u00ebsht\u00eb nj\u00eb, nd\u00ebrsa duke u mbushur nga rezervuari i rezerv\u00ebs, p\u00ebrmes mekanizmit t\u00eb levave t\u00eb frenave, shtyp t\u00eb gjitha blloqet e frenave n\u00eb rrotat e vagonit. Kapaciteti i cilindrit t\u00eb frenave \u00ebsht\u00eb rreth 8 litra, p\u00ebr k\u00ebt\u00eb arsye, gjat\u00eb frenimit t\u00eb plot\u00eb, presioni n\u00eb t\u00eb nuk kalon 0,4 MPa. Presioni n\u00eb rezervuarin e rezerv\u00ebs ulet 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\u00e7i i k\u00ebtij paisjeje \u00ebsht\u00eb se ajo reagon ndaj ndryshimit t\u00eb presionit n\u00eb linj\u00ebn e frenimit, duke realizuar nj\u00eb operacion t\u00eb caktuar n\u00eb var\u00ebsi t\u00eb drejtimit dhe ritmit t\u00eb ndryshimit t\u00eb k\u00ebtij presioni.<\/p>\n

    Kur presioni n\u00eb linj\u00ebn e frenimit bie, ndodhin frenim. Por jo n\u00eb \u00e7do rast t\u00eb r\u00ebnies s\u00eb presionit \u2014 zvog\u00eblimi i presionit duhet t\u00eb ndodh\u00eb n\u00eb nj\u00eb rit\u00ebm t\u00eb caktuar, t\u00eb quajtur ritmi i frenimit sh\u00ebrbimor<\/i>. Ky rit\u00ebm sigurohet nga ventili i shoferit<\/i> n\u00eb kabin\u00ebn e lokomotiv\u00ebs dhe varion 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 ul\u00ebt, frenimi nuk ndodh. Kjo \u00ebsht\u00eb b\u00ebr\u00eb p\u00ebr t\u00eb shmangur q\u00eb frenat t\u00eb aktivizohen p\u00ebr shkak t\u00eb humbjeve normale nga linja e frenimit, si dhe t\u00eb mos aktivizohen gjat\u00eb eliminimit t\u00eb presionit t\u00eb tepruar, p\u00ebr t\u00eb cilin do t\u00eb flasim m\u00eb von\u00eb.<\/p>\n

    Kur sap\u00ebrthimi i distribuesit t\u00eb ajrit p\u00ebr frenimin ndodh, ai realizon nj\u00eb shkarkim shtes\u00eb t\u00eb linj\u00ebs s\u00eb frenave me nj\u00eb norm\u00eb sh\u00ebrbimi prej 0,05 MPa. Kjo b\u00ebhet p\u00ebr t\u00eb siguruar nj\u00eb ulje t\u00eb q\u00ebndrueshme t\u00eb presionit p\u00ebrgjat\u00eb gjith\u00eb gjat\u00ebsi s\u00eb trenit. N\u00ebse nuk b\u00ebhet nj\u00eb shkarkim shtes\u00eb, vagon\u00ebt e fundit t\u00eb nj\u00eb treni t\u00eb gjat\u00eb mund t\u00eb mos ndalojn\u00eb fare. Shkarkimin shtes\u00eb t\u00eb linj\u00ebs s\u00eb frenave e realizojn\u00eb t\u00eb gjitha<\/b> distributoret e ajrit modern\u00eb, p\u00ebrfshir\u00eb ato p\u00ebr pasagjer\u00eb.<\/p>\n

    Kur ndodh frenimi, distributori i ajrit ndalon rezervuari rezerv\u00eb nga linja e frenave dhe e lidh at\u00eb me cilindrin e frenave. Cilindri i frenave mbushet. Ky proces ndodh sakt\u00ebsisht gjat\u00eb koh\u00ebs q\u00eb zgjat r\u00ebnia e presionit n\u00eb linj\u00ebn e frenave. Pasi t\u00eb p\u00ebrfundoj\u00eb r\u00ebnia e presionit n\u00eb linj\u00ebn e TM, mbushja e cilindrit t\u00eb frenave ndalon. Kjo sjell modalitetin emb\u00eblsimit<\/i>. Presioni i arritur n\u00eb cilindrin e frenave varet nga dy faktor\u00eb:<\/p>\n

      \n
    1. thell\u00ebsia e shkarkimit t\u00eb linj\u00ebs s\u00eb frenave, dometh\u00ebn\u00eb shum\u00ebsia e r\u00ebnies s\u00eb presionit n\u00eb t\u00eb krahasuar me at\u00eb q\u00eb \u00ebsht\u00eb mbushur<\/li>\n
    2. modi i funksionimit t\u00eb shp\u00ebrndar\u00ebsit t\u00eb ajrit<\/li>\n<\/ol>\n

      \nShp\u00ebrndar\u00ebsi i ajrit p\u00ebr ngarkes\u00eb ka tre modesh funksionimi: i ngarkuar (G), mesatar (M) dhe i pap\u00ebrshkruar (P). K\u00ebto moda dallohen nga presioni maksimal q\u00eb mblidhet n\u00eb cilindrat e frenave. Nd\u00ebrrimi mes modave b\u00ebhet manualisht p\u00ebrmes kthes\u00ebs s\u00eb nj\u00eb doreze speciale p\u00ebr modin.<\/p>\n

      N\u00ebse p\u00ebrmbledhim, var\u00ebsia e presionit n\u00eb cilindrin e frenave nga thell\u00ebsia e shkarkimit t\u00eb drejtp\u00ebrdrejt\u00eb t\u00eb frenave me shp\u00ebrndar\u00ebsin 483 duket k\u00ebshtu n\u00eb moda t\u00eb ndryshme.<\/p>\n

      \"E
      \nNj\u00eb disavantazh i p\u00ebrdorimit t\u00eb nd\u00ebrruesit t\u00eb modit \u00ebsht\u00eb se pun\u00ebtori i sh\u00ebrbimit t\u00eb vagove duhet t\u00eb kaloj\u00eb p\u00ebrgjat\u00eb t\u00eb gjith\u00eb composit, t\u00eb futet n\u00ebn \u00e7do vagon dhe t\u00eb nd\u00ebrroni nd\u00ebrruesin e modit n\u00eb pozitat e nevojshme. Kjo, sipas thashethemeve q\u00eb arrijn\u00eb nga praktika, nuk ndodh gjithmon\u00eb. Mbushja e tep\u00ebrt e cilindrave t\u00eb frenave n\u00eb nj\u00eb vagon t\u00eb pap\u00ebrshkruar rrezikon t\u00eb shkaktoj\u00eb rr\u00ebshqitje, ulje t\u00eb efikasitetit t\u00eb frenimit dhe d\u00ebmtim t\u00eb \u00e7ifteve t\u00eb rrotave. P\u00ebr t\u00eb dal\u00eb nga nj\u00eb situat\u00eb e till\u00eb, n\u00eb vagomat ngarkes\u00eb mes shp\u00ebrndar\u00ebsit t\u00eb ajrit dhe cilindrit t\u00eb frenave vendosen t\u00eb ashtuquajturat. modi automatik<\/i> (AR), i cili, duke p\u00ebrcaktuar mekanikisht mas\u00ebn e vagonit, rregullon n\u00eb m\u00ebnyr\u00eb t\u00eb but\u00eb presionin maksimal n\u00eb cilindrin e frenave. N\u00ebse vagonit i \u00ebsht\u00eb dh\u00ebn\u00eb nj\u00eb sistem automatik, at\u00ebher\u00eb nd\u00ebrruesi i modit n\u00eb VR duhet t\u00eb vendoset n\u00eb pozitat \"me ngarkes\u00eb\".<\/p>\n

      Frenimi zakonisht realizohet n\u00eb m\u00ebnyr\u00eb graduale. Hapi minimal i shkarkimit t\u00eb sistemit t\u00eb frenave p\u00ebr VR483 do t\u00eb jet\u00eb 0,06 \u2014 0,08 MPa. N\u00eb k\u00ebt\u00eb rast, n\u00eb cilindrat e frenave vendoset presioni prej 0,1 MPa. N\u00eb k\u00ebt\u00eb situat\u00eb, drejtuesi vendos kranin n\u00eb poziten e mbylljes, n\u00eb t\u00eb cil\u00ebn mbetet sasia e presionit e vendosur pas frenimit. N\u00ebse efektiviteti i frenimit nga nj\u00eb hap nuk \u00ebsht\u00eb i mjaftuesh\u00ebm, ekzekutohet hapi i ardhsh\u00ebm. N\u00eb k\u00ebt\u00eb rast, ndar\u00ebsi i ajrit nuk ka r\u00ebnd\u00ebsi se n\u00eb \u00e7far\u00eb ritmi ndodh shkarkimi \u2014 nd\u00ebrsa presioni ulet me \u00e7do rit\u00ebm, mbushja e cilindrave t\u00eb frenave ndodh proporcionalisht me sasin\u00eb e uljes s\u00eb presionit.<\/p>\n

      \u00c7lirimi i plot\u00eb i frenave (shk\u00ebputja e plot\u00eb e cylindrave t\u00eb frenave n\u00eb t\u00eb gjith\u00eb trenin) realizohet duke rritur presionin n\u00eb linj\u00ebn e frenave mbi presionin e mbushjes. K\u00ebshtu, n\u00eb trenat mallrash, b\u00ebhet nj\u00eb rritje e dukshme e presionit n\u00eb linj\u00eb mbi presionin e mbushjes, p\u00ebr t\u00eb siguruar q\u00eb vala e rritjes s\u00eb presionit arrin n\u00eb vagon\u00ebt 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

      VRA483 ka dy modet e \u00e7lirimit: niveli dhe mali. N\u00eb modin e nivelit, me rritjen e presionit n\u00eb linj\u00ebn e frenave, ndodh \u00e7lirimi i plot\u00eb dhe i vazhduesh\u00ebm. N\u00eb modin malor, \u00ebsht\u00eb i mundur \u00e7lirimi hap pas hapi i frenave, q\u00eb \u00ebsht\u00eb nj\u00eb shk\u00ebputje e paplot\u00eb e cylindrave t\u00eb frenave. Ky mod p\u00ebrdoret gjat\u00eb l\u00ebvizjes n\u00eb nj\u00eb profil t\u00eb komplikuar me k\u00ebnd t\u00eb madh.<\/p>\n

      Distribuuesi i ajrit 483 \u00ebsht\u00eb nj\u00eb pajisje shum\u00eb interesante. Nj\u00eb analiz\u00eb e detajuar e struktur\u00ebs dhe funksionit t\u00eb saj \u00ebsht\u00eb nj\u00eb tem\u00eb p\u00ebr nj\u00eb artikull t\u00eb ve\u00e7ant\u00eb t\u00eb madh. K\u00ebtu ne shqyrtuam parimet e p\u00ebrgjithshme t\u00eb funksionimit t\u00eb frenave t\u00eb mallrave.<\/p>\n

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

      \nPajisjet e frenimit t\u00eb vagonit t\u00eb pasaagjer\u00ebve: 1 \u2014 lidh\u00ebsi; 2 \u2014 ventili i fundit; 3, 5 \u2014 kutit\u00eb lidh\u00ebse t\u00eb linj\u00ebs s\u00eb frenarit elektropneumatik; 4 \u2014 ventili i ndalimit; 6 \u2014 t\u00fcba me kabllon e frenimit elektropneumatik; 7 \u2014 pezullimi i izoluar i lidh\u00ebsit; 8 \u2014 filtruesi i pluhurit; 9 \u2014 marr\u00ebveshja me shp\u00ebrndar\u00ebsin e ajrit; 10 \u2014 ventili i izolimit; 11 \u2014 dhoma operative e shp\u00ebrndar\u00ebsit elektrik t\u00eb ajrit; TM \u2014 linja e frenimit; VR \u2014 shp\u00ebrndar\u00ebsi i ajrit; \u00c9VR \u2014 shp\u00ebrndar\u00ebsi elektrik i ajrit; TC \u2014 cilindri i frenimit; ZR \u2014 rezervuari rezerv\u00eb<\/i><\/p>\n

      \"E
      \n
      \nSyt\u00eb bien menj\u00ebher\u00eb n\u00eb sy nj\u00eb num\u00ebr m\u00eb t\u00eb madh pajisjesh, duke filluar nga fakti se k\u00ebtu jan\u00eb tre ventila ndalimi (nj\u00eb n\u00eb \u00e7do tambur, dhe nj\u00eb n\u00eb kupen e konduktorit), deri te dometh\u00ebnia se vagon\u00ebt e pasaagjer\u00ebve vendas jan\u00eb t\u00eb pajisur si me frenim pneumatik ashtu edhe frenim elektropneumatik<\/i> (E\u041f\u0422).<\/p>\n

      Nj\u00eb lexues i v\u00ebmendsh\u00ebm menj\u00ebher\u00eb do t\u00eb v\u00ebrej\u00eb disavantazhin kryesor t\u00eb kontrollit pneumatik t\u00eb frenave - shpejt\u00ebsin\u00eb p\u00ebrfundimtare t\u00eb p\u00ebrhapjes s\u00eb val\u00ebs s\u00eb frenimit, e cila \u00ebsht\u00eb e kufizuar nga shpejt\u00ebsia e z\u00ebrit. N\u00eb praktik\u00eb, kjo shpejt\u00ebsi \u00ebsht\u00eb m\u00eb e ul\u00ebt dhe arrin 280 m\/s gjat\u00eb frenimit t\u00eb normalizuar dhe 300 m\/s gjat\u00eb frenimit emergjent. P\u00ebr m\u00eb tep\u00ebr, kjo shpejt\u00ebsi \u00ebsht\u00eb shum\u00eb e varur nga temperatura e ajrit dhe n\u00eb dim\u00ebr, p\u00ebr shembull, ajo \u00ebsht\u00eb m\u00eb e ul\u00ebt. Prandaj, shoq\u00ebruesi i p\u00ebrjetsh\u00ebm i frenave pneumatik\u00eb \u00ebsht\u00eb pap\u00ebrsosm\u00ebri n\u00eb funksionimin e tyre sipas p\u00ebrb\u00ebrjes.<\/p>\n

      Pap\u00ebrsosm\u00ebrit\u00eb n\u00eb funksionim \u00e7ojn\u00eb n\u00eb dy gj\u00ebra - krijimin e reagimeve t\u00eb r\u00ebnd\u00ebsishme gjat\u00eb gjat\u00ebsis\u00eb n\u00eb tren dhe gjithashtu n\u00eb rritjen e distanc\u00ebs s\u00eb frenimit. E para nuk \u00ebsht\u00eb aq karakteristike p\u00ebr trenat e udh\u00ebtar\u00ebve, megjithat\u00eb, ato q\u00eb kan\u00eb gota me \u00e7aj dhe pije t\u00eb tjera q\u00eb hidhen n\u00eb tryez\u00eb n\u00eb kupe nuk do t\u2019i g\u00ebzojn\u00eb ask\u00ebnd. Sidoqoft\u00eb, rritja e distanc\u00ebs s\u00eb frenimit paraqet nj\u00eb problem serioz, ve\u00e7an\u00ebrisht n\u00eb qarkullimin e udh\u00ebtar\u00ebve.<\/p>\n

      Gjithashtu, distribuitori i ajrit p\u00ebr pasagjer\u00ebt vendas \u2014 si modeli i vjet\u00ebr nr. 292 ashtu edhe ai i ri nr. 242 (t\u00eb cil\u00ebt, p\u00ebr t\u00eb th\u00ebn\u00eb t\u00eb v\u00ebrtet\u00ebn, po b\u00ebhen gjithnj\u00eb e m\u00eb t\u00eb pranish\u00ebm n\u00eb parqet e vagon\u00ebve t\u00eb pasagjer\u00ebve), t\u00eb dy k\u00ebta pajisje jan\u00eb pasardh\u00ebs t\u00eb drejtp\u00ebrdrejt\u00eb t\u00eb asaj valvul\u00eb trash\u00ebguese t\u00eb Westinghouse, dhe funksionojn\u00eb n\u00eb baz\u00eb t\u00eb diferenc\u00ebs s\u00eb dy presioneve \u2014 n\u00eb magistralen e frenave dhe n\u00eb rezervuarin e rezerv\u00ebs. Nga valvula trah\u00ebguese i ve\u00e7ojn\u00eb mund\u00ebsia e modeleve t\u00eb nd\u00ebrrimit, p\u00ebrkat\u00ebsisht mund\u00ebsia e frenimit n\u00eb hapa; pranimi i shkarkimit t\u00eb p\u00ebrzierjes s\u00eb frenave gjat\u00eb frenimit; dhe prania e nj\u00eb ndihm\u00ebs p\u00ebr frenim emergjent. K\u00ebta distribuitor\u00eb ajri nuk sigurojn\u00eb shp\u00ebrndarje t\u00eb shkall\u00ebzuar \u2014 ata ofrojn\u00eb menjeher\u00eb nj\u00eb lirimin t\u00eb plot\u00eb sapo presioni n\u00eb magistralen e frenave t\u00eb tejkaloj\u00eb presionin n\u00eb rezervuarin e rezerv\u00ebs, i vendosur aty pas frenimit. Nd\u00ebrsa nj\u00eb shp\u00ebrndarje e shkall\u00ebzuar \u00ebsht\u00eb shum\u00eb e dobishme gjat\u00eb frenimeve p\u00ebr rregullim p\u00ebr nj\u00eb ndales\u00eb t\u00eb sakt\u00eb pran\u00eb platform\u00ebs s\u00eb ngarkes\u00ebs.<\/p>\n

      T\u00eb dy problemet \u2014 pabarazia n\u00eb funksionimin e frenave dhe mungesa e l\u00ebshimit t\u00eb pjes\u00ebve, n\u00eb binar\u00ebt 1520 mm zgjidhen duke instaluar n\u00eb vagona shp\u00ebrndar\u00ebs ajri me menaxhim elektrik \u2014 shp\u00ebrndar\u00ebsi elektrik i ajrit<\/i> (\u0160VRA), numri i sh\u00ebrbimit 305.<\/p>\n

      EPT-ja vendase \u2014 fren elektrik-pneumatik \u2014 veprim direkt, pa automatik. N\u00eb trenat e pasagjer\u00ebve me t\u00ebrheqje lokomotive, EPT punon sipas nj\u00eb skeme dy-kordon.<\/p>\n

      Skema strukturore e EPT me dy kordon\u00eb: 1 \u2014 kontrolluesi i menaxhimit n\u00eb ventilin e shoferit; 2 \u2014 bateria e akumulator\u00ebve; 3 \u2014 konvertuesi statik i energjis\u00eb; 4 \u2014 paneli i dritave kontrolluese; 5 \u2014 blloku i menaxhimit; 6 \u2014 konektor\u00ebt; 7 \u2014 lidhjet n\u00eb najllon; 8 \u2014 vargu i izoluar; 9 \u2014 ventili polsemik; 10 \u2014 ventili elektromagnetik i l\u00ebshimit; 11 \u2014 ventili elektromagnetik i frenave.<\/i>
      \n\"E<\/p>\n

      Gjat\u00eb t\u00ebr\u00eb trenit shtrihen dy tela: \u21161 dhe \u21162 n\u00eb figur\u00eb. N\u00eb vagoni e fundit, k\u00ebto tela jan\u00eb elektronikisht t\u00eb lidhur me nj\u00ebri-tjetrin dhe p\u00ebrmes gjysm\u00ebs s\u00eb krijuar l\u00ebshojn\u00eb rrym\u00eb alternuese me frekuenc\u00ebn 625 Hz. Kjo b\u00ebhet p\u00ebr t\u00eb kontrolluar integritetin e linj\u00ebs s\u00eb menaxhimit t\u00eb EP\u0422. N\u00eb rast t\u00eb ndarjes s\u00eb telit, zinxhiri i rrym\u00ebs alternuese nd\u00ebrpritet, dhe drejtuesi merr sinjal n\u00eb form\u00ebn e fikjes s\u00eb drit\u00ebs kontrolluese \"O\" (pushim) n\u00eb kabin\u00ebn e tij.<\/p>\n

      Menaxhimi kryhet me energji t\u00eb vazhdueshme me polaritet t\u00eb ndrysh\u00ebm. N\u00eb k\u00ebt\u00eb rast, prangat me potencial zero jan\u00eb hekurat. Kur aplikohet nj\u00eb tension pozitiv n\u00eb telin EPT (n\u00eb krahasim me hekurat), aktivizohen t\u00eb dy ventilat elektromagnetik\u00eb, t\u00eb instaluar n\u00eb shp\u00ebrndar\u00ebsin e ajrit t\u00eb lokomotiv\u00ebs: ventilat e lirimit (OV) dhe ventilat e frenosjes (TV). I pari izolon dhom\u00ebn e pun\u00ebs (RK) t\u00eb shp\u00ebrndar\u00ebsit t\u00eb ajrit t\u00eb lokomotiv\u00ebs nga atmosfera, aktuali mbush at\u00eb nga rezervuari i rezerv\u00ebs. M\u00eb pas, aktivizohet releu i presionit i instaluar n\u00eb EVR, i cili punon mbi diferenc\u00ebn e presioneve n\u00eb dhom\u00ebn e pun\u00ebs dhe cilindrin e frenosjes. Kur presioni n\u00eb RK tejkalon presionin n\u00eb TC, ndodh mbushja e tij me aj\u00ebr nga rezervuari i rezerv\u00ebs, deri n\u00eb presionin q\u00eb \u00ebsht\u00eb grumbulluar n\u00eb dhom\u00ebn e pun\u00ebs.<\/p>\n

      Kur aplikohet nj\u00eb potencial negativ n\u00eb tel, ventilat e frenosjes fiket, pasi energjia d\u00ebrgohet nga diodi. Vet\u00ebm ventilat e lirimit mbetet aktiv, duke mbajtur presionin n\u00eb dhom\u00ebn e pun\u00ebs. K\u00ebshtu realizohet pozita e mbylljes.<\/p>\n

      Kur \u00e7montohet tensioni, ventili i lirimit humb furnizimin me energji, duke hapur dhom\u00ebn e pun\u00ebs n\u00eb atmosfer\u00eb. Kur presioni n\u00eb dhom\u00ebn e pun\u00ebs bie, releu i presionit lirohet ajrin dhe nga cilindrat e frenave. N\u00ebse pas nj\u00eb pushimi t\u00eb shkurt\u00ebr, krani i motorista vendoset p\u00ebrs\u00ebri n\u00eb pozitat e mbylljes, r\u00ebnia e presionit n\u00eb dhom\u00ebn e pun\u00ebs do t\u00eb ndalet dhe do t\u00eb tuaj\u00eb ndaloj\u00eb gjithashtu lirimin e ajrit nga cilindri i frenave. K\u00ebshtu, arrihet mund\u00ebsia e lirimit gradual t\u00eb frenave.<\/p>\n

      \u00c7far\u00eb do t\u00eb ndodh\u00eb n\u00eb rast t\u00eb nj\u00eb shp\u00ebrthimi t\u00eb telit? Sakt\u00ebsisht \u2014 EPT do t\u00eb lirohet. Prandaj, ky fren (n\u00eb mjetet e prodhimit vendas) nuk \u00ebsht\u00eb automatik. Kur EPT d\u00ebshton, motorista ka mund\u00ebsin\u00eb t\u00eb kaloj\u00eb n\u00eb kontrollin pneumatik t\u00eb frenave.<\/p>\n

      EPT karakterizohet nga mbushja dhe zbrazja e cilindrave t\u00eb frenave n\u00eb t\u00eb nj\u00ebjt\u00ebn koh\u00eb n\u00eb t\u00eb gjith\u00eb trenin. Shpejt\u00ebsia e mbushjes dhe zbrazjes \u00ebsht\u00eb mjaft e lart\u00eb - 0,1 MPa n\u00eb sekond\u00eb. EPT \u00ebsht\u00eb nj\u00eb fren\u00eb e pandjeshme, pasi gjat\u00eb funksionimit t\u00eb saj, shp\u00ebrndar\u00ebsi i ajrit t\u00eb zakonsh\u00ebm ndodhet n\u00eb modin e lir\u00eb dhe furnizon rezervuar\u00ebt rezerv\u00eb nga linja e frenave, e cila nga ana e saj ndihmohet nga ventili i shoferit n\u00eb lokomotiv\u00eb nga rezervuar\u00ebt kryesor\u00eb. Prandaj, frenimi me EPT mund t\u00eb b\u00ebhet me \u00e7do frekuenc\u00eb, e nevojshme p\u00ebr menaxhimin operativ t\u00eb frenave. Mund\u00ebsia e lirimit t\u00eb shkall\u00ebs lejon menaxhimin e shpejt\u00ebsis\u00eb s\u00eb trenit me sakt\u00ebsi dhe but\u00ebsi t\u00eb madhe.<\/p>\n

      Menaxhimi pneumatik i frenave t\u00eb trenit t\u00eb pasagjer\u00ebve nuk ndryshon shum\u00eb nga frenat e ngarkesave. Ka nj\u00eb ndryshim n\u00eb metodat e menaxhimit, p\u00ebr shembull, lirimi i fren\u00ebs pneumatik b\u00ebhet deri n\u00eb presionin e ngarkes\u00ebs, pa e rritur at\u00eb. N\u00eb p\u00ebrgjith\u00ebsi, rritjet e tep\u00ebrta t\u00eb presionit n\u00eb linj\u00ebn e frenave t\u00eb trenit t\u00eb pasagjer\u00ebve jan\u00eb t\u00eb rrezikshme, prandaj, gjat\u00eb lirimit t\u00eb plot\u00eb, presioni n\u00eb TM rritet maksimumi me 0,02 MPa mbi vler\u00ebn e caktuar t\u00eb presionit t\u00eb ngarkes\u00ebs.<\/p>\n

      Gjat\u00ebsia minimale e shkarkimit t\u00eb TM gjat\u00eb frenimit me frenin e 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 frenit t\u00eb vagonit t\u00eb pasagjer\u00ebve kufizohet nga volumi i rezervuarit rezerv\u00eb dhe zakonisht nuk kalon 0,4 MPa. <\/p>\n

      P\u00ebrfundimi<\/h1>\n

      \nTani do t'i drejtohem disa komentuesve, t\u00eb cil\u00ebt jan\u00eb t\u00eb habitur (dhe mendoj, madje t\u00eb inatosur, por s'mund t\u00eb pretendoj) p\u00ebr kompleksitetin e fren\u00ebs s\u00eb trenit. N\u00eb komentet sugjerohet t\u00eb aplikohet nj\u00eb skem\u00eb automobilistike me akumulator\u00eb energjie. Sigurisht, nga divani, ose nga karrigia e kompjuterit n\u00eb zyr\u00eb, p\u00ebrmes dritares s\u00eb shfletuesit shum\u00eb probleme duken m\u00eb t\u00eb qarta dhe zgjidhja e tyre \u00ebsht\u00eb m\u00eb e dukshme, por lejoj t'ju kujtoj se shumica e zgjidhjeve teknike t\u00eb pranuara n\u00eb bot\u00ebn reale kan\u00eb nj\u00eb arsyetim t\u00eb qart\u00eb pas tyre.<\/p>\n

      Si\u00e7 \u00ebsht\u00eb th\u00ebn\u00eb tashm\u00eb, problemi kryesor i frenave pneumatike n\u00eb tren \u00ebsht\u00eb shpejt\u00ebsia p\u00ebrfundimtare e l\u00ebvizjes s\u00eb 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 me 100 vagon\u00eb) t\u00eb magistral\u00ebs s\u00eb frenave \u2014 vala e frenimit. P\u00ebr t\u00eb nxitur k\u00ebt\u00eb val\u00eb frenimi, k\u00ebrkohet shkarkim i shtes\u00eb, i realizuar nga shp\u00ebrndar\u00ebsi i ajrit. N\u00ebse nuk ka shp\u00ebrndar\u00ebs ajri, nuk do t\u00eb ket\u00eb as shkarkim t\u00eb shtes\u00eb. Kjo do t\u00eb thot\u00eb se frenat me akumulator\u00eb energjie do t\u00eb jen\u00eb duksh\u00ebm m\u00eb t\u00eb dob\u00ebta n\u00eb karakteristikat e barazpesh\u00ebs s\u00eb aktivizimit, duke na rikthyer n\u00eb koh\u00ebt e Vestinghausit. Nj\u00eb tren ngarkese nuk \u00ebsht\u00eb nj\u00eb kamion ngarkese; k\u00ebtu ka p\u00ebrmasa t\u00eb tjera dhe, si rezultat, principe t\u00eb tjera p\u00ebr menaxhimin e frenave. Jam i sigurt se kjo nuk ka ndodhur rast\u00ebsisht dhe drejtimi i shkenc\u00ebs globale n\u00eb frenim nuk ka qen\u00eb pa q\u00ebllim, duke na \u00e7uar n\u00eb k\u00ebto lloje konstruksionesh. Pik\u00eb.<\/p>\n

      Ky\u00e7 i k\u00ebtij artikulli \u00ebsht\u00eb nj\u00eb p\u00ebrmbledhje e sistemeve t\u00eb frenave q\u00eb jan\u00eb t\u00eb pranishme sot n\u00eb makinakun modern. M\u00eb von\u00eb, n\u00eb artikuj t\u00eb tjer\u00eb t\u00eb k\u00ebtij cikli, do t\u00eb ndalem m\u00eb n\u00eb detaje te secili nga k\u00ebto. Do t\u00eb kuptojm\u00eb se cilat pajisje p\u00ebrdoren p\u00ebr t\u00eb menaxhuar frenat, si jan\u00eb nd\u00ebrtuar shp\u00ebrndar\u00ebsit e ajrit. Do t\u00eb shqyrtojm\u00eb me holl\u00ebsi \u00e7\u00ebshtjet e frenimit rikuperues dhe real. Dhe, natyrisht, do t\u00eb shqyrtojm\u00eb frenat e transportit me shpejt\u00ebsi t\u00eb lart\u00eb. Mirupafshim dhe faleminderit p\u00ebr v\u00ebmendjen!<\/p>\n

      P.S.: Miq! Nj\u00eb fal\u00ebnderim t\u00eb ve\u00e7ant\u00eb d\u00ebshiroj t'u jap p\u00ebr shumic\u00ebn e mesazheve personale me v\u00ebrejtjet dhe gabimet n\u00eb artikull. Po, un\u00eb jam m\u00ebkatar, i cili nuk e njoh mir\u00eb gjuh\u00ebn ruse dhe ngat\u00ebrrohem mbi tastier\u00eb. Kam tentuar 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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