10.1. The concept of the technological process
Vehicle reliability data, systematized in the form of appropriate recommendations (maintenance and repair system, types of maintenance and repair, maintenance intervals and unit life standards, lists of maintenance and repair operations, etc.) determine what needs to be done to ensure vehicle performance. These technical actions can be performed different ways(sequence, equipment, personnel, etc.), i.e. applying appropriate technology that establishes how maintenance and repair should ensure required level technical condition of cars.
In general terms, technology (from the Greek τεχνοσ - art, skill, skill + λογοσ - concept, doctrine, science, field of knowledge) is a collection of knowledge about the ways and means of changing or ensuring a given state, form, property or position of the object of influence.
With regard to the technical operation of vehicles, the goal of the technology is to provide a given level of vehicle or fleet performance in the most efficient ways.
Technological process – it is a certain set of influences exerted systematically and consistently in time and space on a specific object. In the technological processes of maintenance and repair, the objects of influence (car, unit, system, assembly, part, connection or material), place, content, sequence and result of the actions carried out, their labor intensity, requirements for equipment, personnel qualifications and working conditions are determined.
The set of technological processes is the production process of the enterprise. Optimization of technological processes allows, in relation to specific production conditions, to determine the best sequence of work, ensuring high labor productivity, maximum safety of parts, and an economically justified choice of mechanization and diagnostic tools.
The completed part of the technological process, performed by one or more performers at one workplace, is called a technological operation. (more often - operation).
The part of the operation characterized by the invariance of the equipment or tool is called the transition . Workflow transitions can be broken down into movements performer. The combination of these movements is a technological technique.
To perform technological processes, technological equipment, tooling, and tools are required.
Technological equipment – these are tools for the production of maintenance and repair of vehicles used in the performance of work from the beginning to the end of the technological process. The equipment is divided into specialized, manufactured directly for the purposes of the technical operation of vehicles (washing machines, lifts, diagnostic devices, lubricating and filling devices, etc.), and general purpose (metal-cutting and woodworking machines, presses, beam cranes, etc.).
By purpose, technological equipment is divided into lifting and inspection, lifting and transport, specialized for maintenance and specialized for TR.
The first group includes equipment and devices that provide convenient access to units, mechanisms and parts located below and on the side of the car. This includes inspection ditches, overpasses, lifts, tippers, garage jacks.
The second group includes equipment for lifting and moving units, components and mechanisms of the car. These are mobile cranes, electric hoists, beam cranes, cargo trolleys and conveyors.
The third group is equipment designed to perform specific maintenance operations: cleaning and washing, fixing, lubricating, diagnostic, adjusting, refueling.
The fourth group is equipment designed to perform technological operations of TR: dismantling and assembly, metalwork, electrical, bodywork, welding, copper works, tire fitting, vulcanization, etc.
Technological equipment - tools and means of production added to technological equipment to perform a certain part of the technological process.
10.2. The car as an object of labor in technical
maintenance and repair
The initial base for the design of technological processes is information on the car as an object of influence during maintenance and repair, including the features and specifics of its operation (modes of operation on the line, restrictions on the duration of maintenance and repair, equipment, etc.).
A car is a complex object of labor, and the work performed on it during maintenance and repair is not always compatible; they can be performed in various production units of the enterprise road transport using performers of various specialties and qualifications. Therefore, a car, like any product, has the property of manufacturability, which is very important to ensure its working condition in the process of maintenance and repair.
Manufacturability - compliance of the product with the requirements of production and operation. Manufacturability is ensured at the stage of development of the car design and should ensure ease of layout, perfection of forms, convenience and minimal labor intensity during maintenance and repair.
The complexity of the technological process is an indicator that characterizes the cost of working time to perform an element of work (operation, transition, etc.) or the entire technological process as a whole. The laboriousness of performing work on maintenance and repair of vehicles depends both on the type (cars, trucks, buses) and the condition of the vehicle (mileage from the beginning of operation, operating conditions, design features), and on the perfection of the production and technical base (production facilities, equipment and equipment ) enterprises and staff qualifications.
Depending on the type of rolling stock, work on vehicles performed in the process of maintenance and repair is distributed differently according to the types of technical impacts in a motor transport enterprise (Fig. 10.1).
Fig. 10.1 - Distribution of the total labor intensity of maintenance and repair by type Vehicle, %: a – trucks and cars; b - buses
The work of technological processes of maintenance and repair of vehicles at the place of execution is divided into those performed from above, below, in the cabin or cabin. The quantitative distribution of these works depends on the type of rolling stock (Fig. 10.2). For trucks, the amount of work performed in the cab is much less than for cars and buses in the body.
A number of factors influence the formation of technological processes (Fig. 10.3). These factors are primarily determined by the design of the car, the complexity and manufacturability of which sets the requirements for production areas, process equipment and tooling, personnel, etc.
Rice. 10.2 - Distribution of work at the place of execution,%: a - cars; b - trucks; in - buses
Rice. 10.3 - Factors affecting the design of technological processes for maintenance and repair
10.3. Classification of technological processes
Maintenance and car repair
The main features of the classification and directions for improving the technological processes of maintenance and repair of vehicles are as follows:
1. By objective function. They share the technological processes of maintaining and restoring the performance of cars.
The technological process of maintaining operability is a set of works that ensures the normal functioning of technically sound systems in order to maintain operational parameters within the limits that provide a given level of safety, economy and aesthetics.
The technological process of restoring operability is a set of works in order to eliminate a specific failure or malfunction of a technical system in cases where any of the parameters of safety, economy or aesthetics does not correspond to the field of permissible values or reaches the limit value.
2. By the nature of the repair actions. Separate technological processes of maintenance and repair.
Maintenance is a set of operations to maintain the vehicle's performance, including control and diagnostic, fixing and other work that does not regulate deep sub-disassembly of the repair object.
Repair - a set of operations to restore or maintain performance with the restoration of the resource of the product and includes a set of disassembly and assembly works.
3. According to the method of organizing the technological process. There are individual and aggregate methods of repair.
With an individual repair method, the technological process is built in such a way that the repaired units, systems and components are not depersonalized and are installed after work on the same vehicle.
Aggregate repair method - a repair method in which faulty units are replaced with new or pre-repaired units. The unit is understood as an assembly unit that has the property of complete interchangeability, independent assembly and independent performance of a certain function in products for various purposes, for example, an engine, gearbox, pump, etc. The replacement of the unit can be performed after a failure or according to a plan. The list of replaceable units, the procedure for carrying out replacements and instructions for organizing repairs are established by standard regulatory and technological documentation.
4. According to the degree of binding of the technological process to the base rolling stock. There are technological processes for maintenance and repair of a family of cars based on the basic model and unified technological processes for repairing cars, regardless of their brand. For example, maintenance technology is a standard technological process, while painting works are unified.
5. According to the degree of participation in the technological system as a whole, there are technological processes of the main production, production preparation processes and auxiliary technological processes.
The main technological processes are all processes that regulate the direct impact on the units and components of the car, ensuring its performance and safety.
Examples of auxiliary processes are cleaning and washing operations, and the pre-production complex provides warehousing, storage, issuance and accounting of spare parts, tools, etc.
6. According to the degree of mechanization and automation of maintenance and repair operations. There are complexes of manual work, mechanized operations and automated technological processes.
Manual work is work performed using a set of standard tools and fixtures.
Mechanized operations are carried out using standard garage equipment, such as a lift, tire changer, etc.
Automated technological processes are carried out using, for example, automated diagnostic stands.
7. By the level of safety of technological processes. There are technological processes that provide normal working conditions, traumatic, fire hazardous and electrically hazardous.
For example, traumatic include all complexes of dismantling and assembly work, fire hazardous - painting work, electrically hazardous - work in the battery shop.
8. According to the level of environmental safety. There are technological processes that affect the ecology of the soil, water basin, air basin. A typical example of a technological process that affects the ecology of the soil is a complex of lubrication and cleaning works, a water basin - cleaning and washing operations, an air basin - accumulators.
9. According to the place of repair impact. Technological processes are divided into guard and shop.
10. According to the degree of specialization of posts and jobs - in the shops. There are universal and specialized technological processes.
11. According to the method of organizing the movement of the car according to the post. Technological processes are distinguished that ensure work at dead-end posts, travel posts and technological lines.
12. According to the method of organizing guard work under the bottom of the body. Technological processes implemented at ditch posts and with the use of lifts differ.
10.4. Process Development Stages
The initial data for the development of technological processes for maintenance and repair of vehicles are:
1. Type of maintenance and repair performed.
2. The object of the impact (car, unit, unit, part).
3. Assembly drawing of the product, which must contain all the necessary information for the design of the TP:
projections and sections, providing a quick and complete development of the design;
specifications of all parts, assemblies and assemblies that make up the disassembled product;
dimensions specifications to be observed during assembly or adjustment.
5. The production program (annual or daily), on the value of which depends on the degree of economically justified mechanization of operations.
6. Information about the equipment and tools used.
7. Information about the reliability of product parts, possible related repairs.
8. The mass of the product or vehicle for the selection of lifting and transport vehicles.
Specification (TS) - a normative and technical document that establishes the requirements for a particular product. It is an integral part of product requirements and is most often set in the absence of specification standards. Specifications are the main legal document that characterizes the quality of maintenance and repair during the delivery of work performed, the conclusion of contracts for maintenance and repair services, as well as the presentation of complaints.
The sequence (algorithm) of the development of the technological process is as follows:
studying the design of the product,
work plan is drawn up
the sequence of operations and transitions is determined,
the pace (tact) of work execution is set,
the time limits for the execution of each operation are determined,
equipment, performers, fixtures and tools are selected,
technological documentation is being issued .
The duration of the work of the technological process is called the norm of time . The technical norm of time is the regulated time for the execution of a technological operation in certain organizational and technical conditions by one or more performers of the appropriate qualification.
The norm of time is determined by analytical-research, analytical-calculative and enlarged-complex methods. The first method is based on data obtained using a photo of a working day or timekeeping obtained at the workplace, the second is based on calculated data, taking into account the performance of the equipment. In road transport, the third method is most often used, in which time standards are determined by enlarged complexes of work methods. This rationing is based on the use of operational cards for typical operations, previously normalized by calculations and timing, with subsequent adjustment in relation to new design products.
The sequence of performance of maintenance and repair of vehicles is reflected in the primary document of the TP - the technological map. The map also indicates the equipment, tools, devices used in each operation or transition; qualification of performers, the norm of time for individual operations and transitions and for the entire technology as a whole.
When designing a technological process, it is necessary to consider possible options performance of work, providing for their combination in time, place and performers, taking into account the equipment used. A correctly chosen option allows you to build operations and transitions in such a sequence that the execution of the TP will require minimal time at guaranteed quality work.
When developing TP, it is necessary, taking into account the volume of work performed and their repeatability, to strive for the most complete and economically justified mechanization, the all-round reduction of resource, energy and labor costs, and the facilitation of manual labor.
The optimal variant of the technological process of maintenance and repair of cars allows you to get the following advantages:
high productivity and quality of work;
exclude omissions or repetitions of individual operations and transitions;
rational use of mechanization;
perform the required organization and arrangement of workplaces.
Workplaces include the main and auxiliary production equipment, technological and organizational equipment, fixtures and tools. When organizing workplaces, anthropometric data, achievements in the field of scientific organization of labor, best practices, recommendations of physiology, psychology and hygiene, labor protection requirements, ergonomics, engineering psychology and technical aesthetics are taken into account.
Depending on the number of performers assigned to the workplace by the technological process, workplaces are individual and collective.
The work post is workplace, on the area of \u200b\u200bwhich a car or several cars are installed, i.e. A work post is a type of work space.
In road transport jobs can be classified as follows:
by category of workers – workers, managers, specialists, employees;
by profession – those. for the main working professions (car mechanics, diagnosticians, electricians, accumulators, welders, etc.);
by type of maintenance and repair production (EO, TO-1, TO-2, TR, etc.);
according to the degree of mechanization of the operations performed – automatic, semi-automatic, machine, mechanized (machine-manual) and manual (non-mechanized) processes;
by placement in space – fixed and mobile (route);
on the placement of workers – individual and complex (brigade);
by the number of posts served – single and multi-post;
by the number of shifts;
according to working conditions - normal, with heavy physical labor, with harmful production conditions.
10.5. Registration of technological documentation
For the most rational organization of work on maintenance, repair and diagnostics of vehicles, its units and systems, various technological maps are drawn up. Based on the maps, the scope of work is determined by technical impacts, and the distribution of work (operation and transitions) between the performers is made.
The most important law of production is the observance of technological discipline. The technological map is a guide for each contractor and serves as a document for technical control of the performance of maintenance and repair work. In practice, the following types of technological maps can be found:
for a specialized post (post card);
for work on diagnosing a car (diagnostic card);
a specialized transitional link (team) of workers when using the method of specialized posts at the enterprise;
technological map for a certain type of maintenance, technical work, diagnostics (operational map);
a technological map for a specific operation performed by one or more performers at one workplace (workplace map).
It is customary for the developers of technological documentation to combine standard technological maps into a single document - a manual for the maintenance or repair of a car of a certain model. At the same time, current repair technologies are divided for guard and shop (district) work.
Typical technologies and manuals for maintenance and repair of vehicles may include additional information that will be necessary when organizing technological processes at a motor transport enterprise. For example, this information includes a list of equipment, tools and fixtures for performing work; information about possible related repairs or the need for spare parts. In addition, technological maps have illustrations in the form of drawings, drawings, diagrams, etc.
All technological documentation must be drawn up on sheets with a standard frame and the main inscription.
Ministry of Education and Science of the Russian FederationState Autonomous Educational Institution of Higher Professional Education "NORTH-EASTERN FEDERAL UNIVERSITY named after M.K. COURSE WORK By discipline: Technological processes of maintenance, repair and diagnostics of cars Completed art. V course group AiAH-08-2Krylov Pavel Alexandrovich Checked by: Gao Gennady InnokentievichYakutsk 2011
The content of the course work Introduction.1. Theoretical part: 1.1. Types and frequency of maintenance; 1.2. Organization of rolling stock maintenance; 1.3. Diagnostics of the technical condition of cars; 1.4. Equipment for car maintenance. 2. Technological part: 2.1. Calculation of the annual production program of work on TO and TR.2.1.1 Selection of initial data for planning.2.1.2 Correction of the frequency and labor intensity of TO and TR.2.1.3 Determination of the number of TO for the planned period.2.1.4 Determination of the daily program for vehicle maintenance. 2.1.5 Calculation of the annual labor intensity of maintenance and TR.2.1.6 Determining the number of maintenance personnel.2.1.7 Choosing a method for organizing maintenance of vehicles.2.2. Development of the technological process of maintenance of cars.2.2.1 general characteristics and design features of the rolling stock.2.2.2 Calculation of the labor intensity of certain types of work on the maintenance of vehicles.2.2.3 Development of an operational technological map of the maintenance of the vehicle.2.3. Organization of work of the production line TO.2.3.1 Determination of the number of posts of the production line.2.3.2 Distribution of the scope of work by posts.2.3.3 Selection of equipment for the posts.General conclusions.List of literature used.
INTRODUCTION The significant growth of the car park in our country causes an increase in the volume of maintenance and repair of cars. The implementation of these works requires large labor costs and the involvement of a large number of skilled workers. In this regard, it is necessary to significantly increase labor productivity in carrying out all types of maintenance and repair of automobiles. Newly trained personnel for work in automobile enterprises should thoroughly study the processes of maintenance and repair of automobiles using modern equipment. diagnostics of the technical condition of vehicle units using electronic equipment. Diagnostics allows you to timely detect malfunctions of vehicle units and systems, which makes it possible to eliminate these malfunctions before they lead to serious disruptions in the operation of the vehicle. - transport accidents. Mechanisms for the maintenance and repair of vehicles using more advanced equipment facilitates and speeds up many technological processes, but at the same time, service personnel require good mastery of certain techniques and skills, knowledge of the vehicle structure and the ability to use modern devices, tools and control - measuring instruments. Serviceable technical condition means full compliance of the rolling stock with the standards determined by the rules of technical operation, and characterizes its performance. The performance of a vehicle is evaluated by a combination of operational and technical qualities - dynamism, stability, efficiency, reliability, controllability, etc. - which are expressed for each vehicle by specific indicators. In order for the performance of the car to be at the required level, the value of these indicators for a long time should change little compared to their initial values. However, the technical condition of the car, like any other car, does not remain unchanged during long-term operation. It worsens due to wear of parts and mechanisms, breakdowns and other malfunctions, which leads to a deterioration in the performance and technical qualities of the car.
The change in the indicated qualities of the car as the mileage increases can also occur as a result of non-compliance with the rules of technical operation or maintenance of the car. The main means of reducing the wear rate of parts and mechanisms and preventing vehicle malfunctions, that is, maintaining it in proper technical condition, is service. Maintenance is understood as a set of operations (cleaning, fastening, adjusting, lubricating, etc.), the purpose of which is to prevent the occurrence of malfunctions (increase reliability) and reduce wear of parts (increase durability), and consistently, for a long time to maintain the car in a state of constant technical serviceability and readiness for work. Even if all measures are taken, the wear of vehicle parts can lead to malfunctions and the need to restore its performance or repair. Therefore, repair is understood as a set of technical actions aimed at restoring the technical condition of a car (its units and mechanisms) that have lost car maintenance and repair. According to this document, maintenance is carried out on a scheduled preventive basis after a certain mileage. Recently, the production of both large and light vehicles has increased significantly. Recently created trucks of new models are designed for operation in various climatic and road conditions. In their design, the latest achievements of modern technology are used, which can significantly improve performance. The new vehicles have a lower dead weight per tonne of carrying capacity, a greater liter of engine power and a higher speed of movement. The role of road transport is also important in the development of the eastern and non-chernozem regions of our country. In the absence of a developed network railways and the limited possibilities of using rivers only with the help of cars in these areas, large-scale construction is possible, provided for by five-year plans. It is proposed to increase the efficiency and durability of cars, the dieselization of the car park has also been widely used, and the improvement of the organizational structure of road transport will reduce the cost of road transport. A special place in the work road transport is occupied by the issues of saving fuel and lubricants and protecting the environment. More attention is paid to expanding the network of bus transportation in rural areas, organizing intercity and inter-district transportation, improving the general culture of serving the population with passenger transportation. Cars, depending on the purpose and work performed, are divided into freight, passenger and special. Freight passenger composition includes cars for the transport of goods, cars - tractors, trailers and semi-trailers. Trucks can
have a platform and be used as a universal transport carrying various goods, and may have specialized devices for the transportation of certain goods. determines the success of all parts of the road transport system. 1. THEORETICAL PART.1.1. Types and frequency of maintenance. Maintenance in our country is carried out according to the so-called preventive maintenance system. The peculiarity of this system is that all cars undergo maintenance according to the schedule without fail. The main purpose of maintenance is the prevention of failures and malfunctions, the prevention of premature wear of parts, and the timely elimination of damage. Thus, maintenance is a preventive measure. A failure is a violation of the vehicle's performance, leading to a temporary cessation of its normal operation. All other deviations of the technical condition of the rolling stock and its units from the established standards are malfunctions. Maintenance includes cleaning and washing, control and diagnostics, lubrication, refueling, adjustment and other work performed, as a rule, without disassembling the units and removing individual components from the vehicle .According to the current regulation, maintenance is divided into the following types according to the frequency, volume and labor intensity of the work performed: first maintenance (TO-1); second maintenance (TO-2); seasonal maintenance (SO). Daily maintenance includes cleaning and washing, control inspection, refueling, coolant and oil. EO work is carried out after the end of the vehicle on the line and before leaving the line. The first maintenance includes all work performed during daily maintenance. In addition, it includes additional fixing, lubrication and control and adjustment work performed without removing units and devices from the vehicle and disassembling them. with partial disassembly of the units. Separate devices are removed from
car and are checked on special stands and control and measuring installations. Seasonal maintenance is carried out twice a year and provides for the performance of work related from one season to another, while trying to combine it with the next TO-2. Typical works for CO are: flushing the system cooling, changing the oil in the engine and lubricating the crankcases of other units according to the coming season, checking the fuel supply system and flushing the fuel tank. Before starting autumn-winter operation, the operation of the starting heater and heating system in the vehicle cab is checked. 1.2. Organization of rolling stock maintenance. To carry out maintenance in a motor transport enterprise, schedules are drawn up covering all the rolling stock available in it. The schedule is compiled for a month, based on its frequency, corresponding to the basics of operating the rolling stock of a given motor transport enterprise, and the average daily mileage. Cars are sent to perform one or another maintenance depending on the mileage traveled, which is taken into account daily for each car. organization of maintenance provides for the creation of teams to perform TO-1, TO-2 and current repairs. These teams perform work on all vehicle units within a given type of repair or maintenance. In the aggregate-sectional form of maintenance, separate production sites are created to perform all maintenance and repair work, but only those units that are assigned to these sites. All car maintenance work is carried out according to flow charts developed for each operation for checking, adjusting and lubricating this unit. The flow chart indicates the method for performing the corresponding operation, the tools and fixtures used, and the materials used. Accounting for the performance of maintenance maintenance is carried out according to the garage sheets issued for each car arriving for inspection at TO-1 or TO-2. The record of the work performed is kept by the foreman of this production site, and the column mechanic accepting the car after service in the technical department of the motor transport company confirms the implementation of the maintenance schedule based on the records in these sheets.
In small motor transport enterprises, work on several types of units can be performed in one section, but all these units must be assigned to this section. 1.3. Diagnostics of the technical condition of vehicles. In motor transport enterprises, methods for diagnosing the technical condition of a car are being introduced. Diagnostics is a system for checking the technical condition of vehicles without dismantling their components and assemblies, by using special equipment that allows you to give an objective assessment of the vehicle's suitability for further operation. Diagnostics can be general or element-by-element. In general diagnostics, the technical condition of the units and components of the vehicle is determined, which ensure traffic safety. Element-by-element diagnostics allows you to determine the technical condition of the units and components of the vehicle, identify the causes of certain malfunctions and clarify the scope of maintenance and repair of the vehicle. The organization of diagnostics of the technical condition of the vehicle depends from the capacity of this motor transport enterprise and the availability of its appropriate equipment. In this case, one of two schemes for organizing the technological process of diagnosing is used. According to the first scheme, general diagnostics of the car and the main adjustment work are carried out in a separate specialized area, it is a line with two posts. one. After diagnosing the vehicles entering the TO-1 line, they perform mainly fixing and lubrication work. Such a scheme requires a larger area for the entire area of technical equipment. 1.4. Vehicle maintenance equipment.Car maintenance works are very time-consuming, therefore, modern maintenance technology provides for the mechanization of these works using various equipment. First of all, the most labor-intensive work is mechanized, including external maintenance operations. External maintenance operations include washing and cleaning. For washing cars, installations of various types are used. For washing cars and buses, installations with rotating brushes made of nylon threads are used.
At the end of the wash, the car is blown with warm compressed air supplied from the compressor unit, or the cabin and plumage are wiped dry with soft flannel or suede. .Inspection ditches are divided into dead-end and direct-flow. A dead-end ditch is a narrow rectangle in terms of a length not less than the length of the serviced vehicle. The walls of the ditch are laid out with bricks, tiles or concreted, and then lined with tiles. Being the simplest device, an insulated ditch provides the least convenience for car maintenance and is used mainly in motor transport enterprises that have only heavy vehicles which cannot be serviced on lifts. Dead-end and direct-flow ditches can be connected by a transverse trench. Dead-end ditches, located parallel to each other, enter into such a trench with their ends. The trench connecting them is made wider (up to 2 m) and it contains workbenches and equipment necessary for servicing the car from below. All ditches are framed with flanges to guide the wheels of the car. Outside, the connecting ditch is fenced with railings and equipped with stairs. Dead-end ditches on the side of the vehicle entrance have a so-called rebound, which helps to align the wheels of the car when it enters the ditch. As a rule, the length of each dead-end ditch should be 1 m longer than the base of the car plus its front overhang, and its depth is 1.2-1 5 m. Wooden gratings are placed on the floor of the ditch. The overpass is a kaley bridge with a height that provides convenient maintenance of the car from below. Inclined ramps are used to enter and leave the overpass. Overpasses can be dead-end and straight-through. Overpasses are simple in design, but occupy a large area, since in addition to the overpass itself, a significant amount of space has to be allocated under the ramp. Therefore, flyovers will be used mainly in open areas. In order to install the car at a height convenient for work, electromechanical or two-plunger lifts are used. Electromechanical lifts can be two or four-post. The hoist is driven by an electric motor with gearboxes interconnected cardan shafts and.
The four-column electromechanical hoist, designed for servicing trucks with a carrying capacity of up to 80 kN (8 tf), has a lifting height of 1000 mm. There are screws in the racks, suspended by their upper flanges on rubber cushions to the flange of the racks. The frame beams rest on the gearbox housings, carrier car. An electric motor is installed on one of the longitudinal beams, connected by cardan shafts with gear reducers. A cylinder is located in the body of a single-plunger hydraulic lift, in which a plunger moves, carrying a frame that lifts the car. The frame can be rotated 360° relative to the axis of the lift cylinder. Operating pressure in the cylinder is created by a gear-type hydraulic pump driven by an electric motor. The plunger is raised by increasing the oil pressure supplied to the cylinder by a hydraulic pump, and lowering by pumping oil from the cylinder to the tank. The single-plunger hydraulic lift is used to lift cars and light trucks. The double-plunger hydraulic lift consists of two paired single-plunger lifts. It can have a common frame or separate fork-shaped supports on each plunger. Mobile garage jacks are used to raise the front or rear of the car to a small height. The mobile jack is designed for a load of 60 kN and a lifting height of up to 600 mm. Engines and other units are removed and installed using a mobile power crane. A cantilever hydraulic crane is widely used, consisting of a U-shaped welded frame moving on four rollers. The vertical racks with braces mounted on the frame carry the cargo boom. The pressure of the oil supplied to the power cylinder is created by a manual hydraulic pump. The crane is designed for a maximum load of 10 kN. Equipment for lubricating vehicles and filling them with water, air and oil. Manual and mechanized equipment is used to lubricate vehicle components with grease. hydraulic punches for cleaning clogged oil channels. When mechanized maintenance of cars on production lines, complex installations are used for centralized lubrication of a car. Automobile enterprises use a complex installation designed for lubrication of vehicle units and components with greases and liquid oils, mechanized refueling with water and air.
Units of the installation are made separately and can be placed in different places in accordance with the location of posts for maintenance.2. TECHNOLOGICAL PART. 2.1.Calculation of the annual production program of work on TO and TR. 2.1.1.Selection of initial data for planning. The initial data when planning the maintenance of cars are: - the payroll in the ATP by make and model; - the mileage of cars from the beginning of operation; - the average daily mileage of cars; - indicators characterizing the conditions of their operation; - regulatory data regulating the maintenance and repair of cars. the composition given in the initial data of the course work are presented in App. 3. The initial data characterizing the list number of vehicles at the ATP, the indicators of the use of the rolling stock of the ATP and the characteristics of the operating conditions are taken from Table. 1-3 by finding a three-digit number using the formula: Cho = 500 - NZK where NZK - digits of the record book number or cipher without the year of admission or the sum of their numbers. Cho= 500 – (0+8+2+2+2+2) = 484 According to Table 1. option number = 4; According to Table 2. option number = 8; According to Table 3. option number = 4. Table 1 - Rolling stock structure ATP.
Cipher brandstudent)carType ofcarVariant number (first digit Cipher markstudent)4 PAZ-3206Bus23ZIL-432720 (Bullhead) Flatbed42KAMAZ-55111Dump truck38Table 2 - Indicators of the use of ATP rolling stock. ParameterVariant number (second digit of the cipherstudent) car model 8 ZIL-432720 (Bull-calf) Type of car Onboard Mileage since the beginning of operation, thousand km200Average daily mileage, km60Number of days of work per year253Table 3 - Operating conditions of the rolling stock. ParameterVariant number (third digit of the cipherstudent)4 Road surface D1 Terrain R1 Traffic conditions Small city Natural and climatic zone Moderate The standard frequency and labor intensity of maintenance and repair of vehicles is determined on the basis of the Regulations on the maintenance and repair of rolling stock
road transport, maintenance and repair manuals for certain models of cars and are presented in App. 4. Given in app. 4 normative data without correction can be used in calculations only for the following operating conditions: - 1st category of operating conditions (road - asphalt concrete and concrete pavement, terrain - flat, slightly hilly and hilly terrain, driving conditions - outside the city); - application basic models vehicles; - use of transport in a temperate climate region; - mileage from the start of operation 50-75% from the mileage to the first overhaul; - operation of transport as part of a motor transport enterprise that has 200-300 vehicles of three technologically compatible groups, for which the same posts are applicable, equipment and personnel qualifications during maintenance and repair. When planning work on maintenance and repair of vehicles, it should be taken into account that: 1) labor intensity standards TO-1 and TO-2 do not include the labor intensity of the MTO; additional work for seasonal maintenance is to the labor intensity of TO-2: for the Far North - 50%, for the cold climate zone - 30% and for other conditions - 20%; 3) the standards do not take into account labor costs for auxiliary work (self-service work) in the garage , which are set in the amount of 25-30% of the total labor intensity of TO and TR. Auxiliary works include maintenance and repair of equipment and tools; transport and loading and unloading operations related to the maintenance and repair of rolling stock; driving cars inside the garage; storage, acceptance and issuance of material assets; cleaning of industrial and service premises.2.1.2. Correction of the periodicity and labor intensity of maintenance and repair. Cars operating in more difficult conditions than the reference ones will require large labor and material resources to ensure the efficiency, and the cost of maintenance and repair of cars and the cost of transportation will be objectively higher. Taking into account the actual operating conditions, the frequency of maintenance, mileage to the KR, labor intensity are adjusted TO and TR. Regulatory data are corrected using coefficients that take into account operating conditions ( To 1), type and modification of vehicles ( To 2), natural and climatic conditions ( To 3), mileage of cars from the beginning of operation ( To 4) and the size of motor transport enterprises ( To 5). PAZ-3206 When determining the frequency of maintenance, the correction factor: Cr 1 = To one· To 3 Cr 1 = 0.1 0.1 = 0,01
When determining the mileage to KR, the correction factor: Cr 2 = To one· To 2 To 3 CrCr 3 = To 2 To 5 CrCr 4 = To one· To 2 To 3 To four· To 5 Cr 4 \u003d 0.1 0.1 0.1 0.5 0.8 \u003d 0.0004 ZIL-432720 (Goby) When determining the frequency of maintenance, the correction factor: Cr 1 = To one· To 3 Cr 1 = 0.1 0.1 = Cr 2 = To one· To 2 To 3 Cr 2 = 0.1 0.1 1.0 = 0.001 Cr 3 = To 2 To 5 Cr 3 = 0.1 0.8 = 0.08 Cr 4 = To one· To 2 To 3 To four· To 5 Cr 4 = 0.1 0.1 0.1 1.9 0.1 = 0.00019 KAMAZ-55111 Cr 1 = To one· To 3 Cr 1 = 0.1 0.1 = 0.01 When determining the mileage to KR, the correction factor:
Cr 2 = To one· To 2 To 3 Cr 2 = 0.1 0.1 1.0 = 0.001 Cr 3 = To 2 To 5 Cr 3 = 0.1 0.8 = 0.08 Cr 4 = To one· To 2 To 3 To four· To 5 Cr 4 \u003d 0.1 0.1 0.1 0.4 0.9 \u003d 0.00036 The values of the coefficient K1 are determined depending on the category of operating conditions and the type of the corrected standard from Table. 4. Table 4 - Correction coefficient To 1 standards depending on the category of operating conditions. Condition categoryexploitationType of standardperiodicityTHENspecificlabor intensity of TRresource to KR I1.01.01.0II0.91.10.9III0.81.20.8IV0.71.40.7V0.61.50.6 pavement D, terrain R and driving conditions At, is determined according to the table. 5. Table 5 - Classification of operating conditions. Condition categoryexploitationDriving conditionsAt 1 At 2 At 3
ID1 - R1, R2, R3 - IID1 - R4D2 - R1, R2, R3, R4D3 - R1, R2, R3D1 - R1, R2, R3, R4D2 - R1-IIID1 - R5D2 - R5D3 - R4, R5D4 - R1, R2 , R3, R4, R5D1 - R5D2 - R2, R3, R4, R5D3 - R1, R2, R3, R4, R5D4 - R1, R2, R3, R4, R5D1 - R1, R2, R3, R4, R5D2 - R1, R2 , R3, R4D3 - R1, R2, R3D4 - R1IVD5 - R1, R2, R3, R4, R5D5 - R1, R2, R3, R4, R5D2 - R5D3 - R4, R5D4 - R2, R3, R4, R5D5 - R1, R2 , P3, P4, P5V-D6 - P1, P2, P3, P4, P5-Coefficient values To 2 take from the table. 6. Table 6 - Correction coefficient To 2 standards depending on the modification of the rolling stock and the organization of its work. rolling stockLabor intensityTO and TRResourceto KR Basic vehicle1,001.00Truck tractor1,100.95Vehicle with one trailer1,150.90Vehicle with two trailers1,200.85Dump truck when working on shoulders over 5 km1,150.85Dump truck with one trailer or when working on shoulders up to 5 km1,200.80Dump truck with two trailers1,250.75Specialized rolling stock1.10-1.20-
Coefficient values To 3, taking into account the natural and climatic conditions of operation, are taken according to table. 7 depending on the climatic region. The characteristics of the territory of Russia according to natural and climatic conditions are presented in Appendix. 5.Values of the correction factor To 4 are taken from the table. 8 depending on the mileage of a car of this brand from the beginning of operation (see Table 2). Table 7 - Correction coefficient K3 of standards depending on natural and climatic conditions. AreaPeriodicityTHENOud. laboriousnessTRResource up toKR Moderate 1.01.01.0 Moderate warm, moderate warm humid, warm humid 1.00.91.1 Hot dry, very hot, dry 0.91.10.9 Moderate cold 0.91.10.9 Cold 0.91.20.8 Very cold 0.81 ,10,7 To 4 depending on the mileage since the start of operation. Mileage from startoperation in sharesstandard mileageto KRAutomobilepassenger carbuscargo Up to 0.250.40.50.4 Over 0.25 to 0.500.70.80.7 Over 0.50 to 0.751.01.01.0 Over 0.75 to 1.001.41.31.2 Over 1.00 to 1.251.51.41 ,3Over 1.25 to 1.501.61.51.4Over 1.50 to 1.752.01.81.6
Over 1.75 to 2.002.22.11.9 Over 2.002.52.52.1 Adjustment coefficient value To 5 varies from 0.8 to 1.3 depending on the number of cars. Estimated values of correction factors Cr 1, Cr 2, Cr 3 and Cr 4 by car brands are entered in table. 9. Table 9 - Estimated values of the correction factors. Coefficientcar modelPAZ-3206ZIL-432720(bull)KAMAZ-55111 Kr10.010.010.01Kr20.0010.0010.001Kr30.080.080.08Kr40.00040.000190.00036 Taking into account the correction factors, the standard maintenance frequency, the mileage standards to the KR, as well as the labor intensity standards for maintenance and TR are recalculated using the expressions: PAZ-3206 - frequency of maintenance: Lto-2 \u003d Kr1 Lnto-2Lto-1 \u003d Kr1 Lnto-1 Lto-2 = 0.01 20000 = 200Lto-1 = 0.01 5000 = 50 - respectively, the mileage to TO-1 and TO-2 before correction (see Appendix 4); – mileage to KR: Lkr = Kr2 Lnkr- the complexity of maintenance: Ztto-2 \u003d Kr3 Zt.nto-2Ztto-1 \u003d Kr3 Zt.nto-1Zteto \u003d Kr3 Zt.neto
Zmto-2 = 0.08 18.0 = 1.44 Zmto-1 = 0.08 5.5 = 0.44 Zteto = 0.08 0.7 = 0.056 where Zmto-2, Zmto-1, Zteto - respectively, the labor intensity of one TO-2, TO-1 and UTO after adjustment; Zt.nto-2, Zt.nto-1, Zt.neto - respectively, the complexity of one TO-2, TO-1 and UTO before adjustment (taken from adj. four); - labor intensity of TR: Zttr \u003d Kr4 Zt.ntr Zttr = 0.0004 5.4 = 0.00216 where Zttr, Zt.ntr - respectively, the standard labor intensity of the TR (per 1000 km of run) after and before correction. The values of Zt.ntr are taken from the app. 4.ZIL-432720 (Goby) - frequency of maintenance: Lto-2 \u003d Kr1 Lnto-2Lto-1 \u003d Kr1 Lnto-1 Lto-2 = 0.01 16000 = 160Lto-1 = 0.01 4000 = 40 where Lto-1, Lto-2 are respectively the standard mileage to TO-1 and TO-2 after correction; - respectively, the mileage to TO-1 and TO-2 before correction (see Appendix 4); – mileage to KR: Lkr = Kr2 Lnkr Lkr = 0.001 450 = 0.45 where Lnkr is the standard vehicle mileage to KR before correction; - the complexity of maintenance: Ztto-2 \u003d Kr3 Zt.nto-2Ztto-1 \u003d Kr3 Zt.nto-1Zteto \u003d Kr3 Zt.neto Zmto-2 = 0.08 10.0 = 0.8 Zmto-1 = 0.08 2.6 = 0.208 Zteto = 0.08 0.42 = 0.0336 where Zmto-2, Zmto-1, Zteto - respectively, the labor intensity of one TO-2, TO-1 and UTO after adjustment; Zt.nto-2, Zt.nto-1, Zt.neto - respectively, the complexity of one TO-2, TO-1 and UTO before adjustment (taken from adj. four); - labor intensity of TR: Zttr \u003d Kr4 Zt.ntr
Zttr = 0.00019 3.8 = 0.000722 The values of Zt.ntr are taken from the app. 4. The results of the adjustment calculations must be summarized in Table. 10.KAMAZ-55111 - frequency of maintenance: Lto-2 \u003d Kr1 Lnto-2Lto-1 \u003d Kr1 Lnto-1 Lto-2 = 0.01 16500 = 165Lto-1 = 0.01 5500 = 55 where Lto-1, Lto-2 are, respectively, the standard mileage to TO-1 and TO-2 after correction; - respectively, the mileage to TO-1 and TO-2 before correction (see Appendix 4); – mileage to KR: Lkr = Kr2 Lnkr Lkr = 0.001 300 = 0.3 where Lnkr is the standard vehicle mileage to KR before correction; - the complexity of maintenance: Ztto-2 \u003d Kr3 Zt.nto-2Ztto-1 \u003d Kr3 Zt.nto-1Zteto \u003d Kr3 Zt.neto Zmto-2 = 0.08 16.5 = 1.32 Zmto-1 = 0.08 3.8 = 0.304 Zteto = 0.08 0.58 = 0.0464 where Zmto-2, Zmto-1, Zteto - respectively, the labor intensity of one TO-2, TO-1 and UTO after adjustment; Zt.nto-2, Zt.nto-1, Zt.neto - respectively, the complexity of one TO-2, TO-1 and UTO before adjustment (taken from adj. four); - labor intensity of TR: Zttr \u003d Kr4 Zt.ntr Zttr = 0.00036 6.0 = 0.00216 where Zttr, Zt.ntr are, respectively, the standard labor intensity of the TR (per 1000 km of run) after and before correction. The values of Zt.ntr are taken from the app. 4. The results of the adjustment calculations must be summarized in Table. ten. 2.1.3 Determining the number of maintenance for the planned period
In accordance with the initial data (see Tables 1-3), determine the planned mileage by cars of this brand: L∑ i = Ki (Lg i T) where L∑i is the planned mileage by cars of this brand, km; Ki is the list number of cars of this brand (see Table 1); Lg i is the average mileage of a car of this brand in the planned period, km (see Table 2). T - Number of working days in a year (see Table 2). L∑ PAZ-3206 = 23 (90 305) = 631,350 km. 637,560 km. nij =L∑ iL¿ ij - L∑ iL¿( j+ 1)i where n is the number of services; j - index of the type of service (for example, TO-1, TO-2); i - car brand index (for example, KAMAZ-4308), i.e. n2i =L∑ iLTHEN−2 i - L∑ iLkpin1i =L∑ iLTHEN−1 i - L∑ iLTHEN−2 i n2 PAZ-3206 = L∑ GROOVE−3206LTHEN−2 GROOVE−3206 - L∑ GROOVE−3206LkpGroove−3206 = 631350200 - 631350449.55 = 3156.7 - 1404.4 = 1752.3n1 PAZ-3206 = L∑ GROOVE−3206LTHEN−1 GROOVE−3206 - L∑ GROOVE−3206LTHEN−2 GROOVE−3206 = 63135050 - 631350200 \u003d 12627 - 3156.7 \u003d 9470.3n2 ZIL-432720 (Goby) \u003d L∑ ZIL−432720(goby)LTHEN−2 ZIL−432720 (goby) - L∑ ZIL−432720(goby)LkpZIL−432720(goby) = 637560160 - 637560449,55 =
3984.7 - 1418.2 = 2566.5n1 ZIL-432720 (Goby) = L∑ ZIL−432720(goby)LTHEN−1 ZIL−432720 (goby) - L∑ ZIL− 432720(goby)LTHEN−2 ZIL−432720 (goby) = 63756040 - 637560160 == 15939 - 3984.7 = 11954.3n2 KAMAZ-55111 = L∑ KAMAZ−55111LTHEN−2 KAMAZ−55111 - L∑ KAMAZ−55111LkpKAMAZ−55111 = 811300165 - 811300299.7 = = 4916.9 - 2707.04 = 2209.8n1 KAMAZ-55111 = L∑ KAMAZ−55111LTHEN−1 KAMAZ−55111 - L∑ KAMAZ−55111LTHEN−2 KAMAZ−55111 = 81130055 - 811300165 = = 14750.9 - 4916.9 = 9834 Table 10 - Corrected values of the initial data. Indicatorscar modelPAZ-3206ZIL-432720(bull)KAMAZ-55111Пробег до ТО-1:до корректирования500040005500после корректирования495039605445Пробег до ТО-2:до корректирования200001600016500после корректирования198001584016335Пробег до КР:до корректирования450450300после корректирования449,55449,55299,7Трудоемкость ЕТО:до корректирования0,70,420,58после корректирования0,6440,38640,5336
Labor intensity of TO-1: before adjustment 5,52,63.8 after adjustment 5,062,3923,496 Labor intensity of TO-2: before adjustment 18,010,016.5 after adjustment 16,569,215.18 0after correction5.397843.7992785.99784 The number of shift services is determined by the value of the average daily mileage: netoi =L∑ ilcci where lcci- average daily mileage of a car of this brand, km (see Table 2).netoPAZ-3206 = L∑ GROOVE−3206lcc groove−3206 \u003d 63135090 \u003d 7015netoZIL-432720 (Goby) \u003d L∑ ZIL−432720(goby)lcc ZIL−432720(goby) = 63756060 = 10626neto KAMAZ-55111 = L∑ KAMAZ−55111lcc KAMAZ−55111 = 81130070 = 11590Number of seasonal maintenance nСТОi = 2Кi where 2 is the number seasonal services in year; Ki - the number of cars of this brand. nSTO PAZ-3206 = 2 23 = 46nSTO ZIL-432720 (Goby) = 2 42 = 84
nSTO KAMAZ-55111 \u003d 2 38 \u003d 76 The daily program for car maintenance is determined separately for each type of service for each brand of car: mTOij =njiD where mTOij is the daily number of services j-th kind i-th brand of cars in the planned period; D - the number of working days per year of the site or service area that performs this type of service. Accept for calculations. D = 253 days. That is meTOi =nis iDmTO-1i =n 1i DmTO-2i =n 2i D meTO PAZ-3206 = nthis is a groove−3206D¿ 7015253 ¿27.7mTO-1 PAZ-3206 = n 1 GROOVE−3206D¿ 9470.3253 ¿ 37.4mTO-2 PAZ-3206 = n 2 GROOVE−3206D= 1752.3253 ¿ 6.9mETO ZIL-432720 (Goby) = netoZIL−432720(goby)D¿ 10626253 ¿ 42mTO-1 ZIL-432720 (Bull) = n 1 ZIL−432720 (goby)D¿ 11954.3253 ¿ 47.2mTO-2 ZIL-432720 (Bull) = n 2 ZIL−432720 (goby)D= 2566.5253 ¿ 10.1mETO KAMAZ-55111 = nthis is KAMAZ−55111D¿ 11590253 ¿ 45.8
mTO-1 KAMAZ-55111 = n 1 KAMAZ−55111D¿ 9834253 ¿ 38,8mTO-2 KAMAZ-55111 = n 2 KAMAZ−55111D\u003d 2209.8253 ¿ 8.7 The results of calculations for the annual and daily number of technical services are summarized in table. 11. Table 11 - Estimated number of maintenance by types of service and car brands. Indicatorscar modelPAZ-3206ZIL-432720(bull)KAMAZ-55111 Number of cars Annual maintenance by type of STO 468476TO-19470,311954,39834TO-21752,32566.52209.8ETO70151062611590 ∑ WTGTHEN−i = ZTTO−i· nji where ∑ WTGTHEN−i is the annual labor intensity of work on the i-th maintenance for cars of the same brand, man-hours. When determining the labor intensity of seasonal maintenance, it must be taken into account that the labor intensity of service stations is determined as a percentage of the labor intensity of TO-2, taking into account the climatic region (see above). ∑ WTGeto groove−3206 = ZTETOPAZ−3206 n ETO PAZ-3206 = 0.644 7015 = 4517.6 man-hours
∑ WTGTHEN−1 GROOVE−3206 = ZTTO−1GROOVE−3206 n TO-1 PAZ-3206 = 5.06 9470.3 = 47919.7 man-hours ∑ WTGTHEN−2 GROOVE−3206 = ZTTO−2GROOVE−3206 n TO-2 PAZ-3206 = 16.56 1752.3 = 29018.08 man-hours ∑ WTGSTO PAZ−3206 = ∑ ZTGTO−2GROOVE−3206 30% = 29018.08 0.3 = 8705.4 man-hours ∑ WTGETO ZIL−432720(goby) = WTETOSIL−432720(goby) n ETO ZIL-432720 (Goby) = 0.3864 10626 = 4105.8 man-hours ∑ WTGTHEN−1 ZIL−432720 (goby) = WTTHEN−1ZIL−432720(goby) n TO-1 ZIL-432720 (Goby) = 2.392 11954.3 = 28594.6 man-hours ∑ WTGTHEN−2 ZIL−432720 (goby) = WTTHEN−2ZIL−432720(goby) n TO-2 ZIL-432720 (Goby) = 9.2 2566.5 = 23611.8 man-hours ∑ WTGSTO ZIL− 432720(goby) = ∑ WTGTHEN−2 ZIL−432720 (goby) 30% = 23611.8 0.3 = 7083.54 man-hours ∑ WTGETO KAMAZ−55111 = ZTETOKAMAZ−55111 n ETO KAMAZ-55111 = 0.5336 11590 = 6184.4 man-hours ∑ WTGTHEN−1 KAMAZ−55111 = ZTTO−1KAMAZ−55111 n TO-1 KAMAZ-55111 = 3.496 9834 = 34379.6 man-hours ∑ WTGTHEN−2 KAMAZ−55111 = ZTTO−2KAMAZ−55111 n TO-2 KAMAZ-55111 = 15.18 2209.8 = 33544.7 man-hours ∑ WTGSTO KAMAZ−55111 = ∑ ZTGTO−2KAMAZ−55111 30% = 33544.7 0.3 = 10063.4 man-hours. ∑ WTTR = Lg· ZTTR· K 1 /1000 where ∑ WTTR- annual labor intensity of work on TR for cars of the same brand, man-hour PAZ-3206 ∑ WTTR = Lg· ZTTR· K 1 / 1000 \u003d 27450 5.39784 0.1 / 1000 \u003d 14.8 man-hours ZIL-432720 ∑ WTTR = Lg· ZTTR· K 1/1000 = 15180 3.799278 0.1/1000 = 5.7 man-hours KAMAZ-55111 ∑ WTTR = Lg· ZTTR· K 1/1000 = 21350 5.99784 0.1/1000 = 12.8 man-hours. ZTSMO=0,25−0,3 (∑ ZTTO+∑ ZTTR)) (see above). PAZ-3206 STCMO=0,3(∑ STTHEN+∑ STTR) = 0,3(90160,78+14,8) = 27052.6 man-hour ZIL-432720 STCMO=0,3(∑ STTHEN+∑ STTR) = 0,3(63395,74+5,7) = 19020.4 man-hour KAMAZ-55111 STCMO=0,3(∑ STTHEN+∑ STTR) = 0,3(84172,1+12,8) = 25255.4 man-hours
The results of the calculation of the labor intensity of work on TO and TR should be summarized in Table. 12. Table 12 - Labor intensity of work on maintenance and repair of vehicles, man-hours Labor intensity indicatorsto the car parkcar modelPAZ-3206ZIL-432720(bull)KAMAZ-55111 The complexity of ETO4517.64105.86184.4 Little time TO-147919.728594.634379.6 TRADITY TO-229018,0823611,833544.7 WROMENTIES STO8705.47083,5410063.4 SUMMALICITY OF WORK IN CAR90160.7866341 car park ( ∑ WTTHEN)237728.62 Labor intensity of TR by brand14.85.712.8 Total labor intensity of work by TR ( ∑ WTTR)33.3 Laboriousness of garage self-service works ( WTCMO)27052.619020.425255.4 The total annual labor intensity of garage work309090.32 The number of workers required to perform maintenance and repair work is determined by the expression mр = (∑ WTTHEN+ ∑ WTTR + WTCMO)/F where ∑ WTTHEN,∑ WTTR, WTCMO- respectively, the total labor intensity (over the entire fleet) of maintenance, repair and garage self-service work; F - the fund of the performer's working time (assumed to be 1860-1950 hours). mr = ( ∑ WTTHEN+∑ WTTR + WTCMO) / F = (237728.62 + 33.3 + 71328.4) / 1950 = 158.5. The number of workers required to perform certain types of maintenance and repair is determined in a similar way. When determining the number of repair workers, the following should be taken into account.
1. Standards for the labor intensity of the ETO include both cleaning and washing work, usually performed by the working areas of the TO, and control and refueling, performed by the driver. The volume of cleaning and washing works is 50-60% of the total labor intensity of the ETO. Normative labor intensity of the STO should be taken into account if the driver does not participate in the performance of the STO. When the driver performs only control and refueling work, the standard labor inputs are taken with a coefficient of 0.5-0.6. In addition, ETO standards should be reduced by another 50-70% if mechanized washing is used. The use of a mechanized car wash is mandatory for garages with more than 100 cars. \u003d 5.3 0.6 \u003d 3.12. It is not recommended to involve drivers to perform work on TO-1. To perform work on TO-2, STO and TR, it is proposed to involve drivers (50% of the scope of work). TO-1 without drivers. = 110893.9/1950 = 56.8TO-2 = 86174.58 0.5/1950 = 22.09TO-2 without leads = 86174.58/1950 = 44.18STO = 25852.34 0.5/1950 = 6.6STO without leads = 25852.34/1950 = 13.2TR = 33.3 0.5/1950 = 0.008TR without leads = 33.3/1950 = 0.0163. To perform TO-1 and TO-2 on the stream, it is recommended to reduce labor intensity by 15-25%. In the course work, it is necessary to consider 2 options for organizing work on TO and TR - with and without the participation of drivers. The results of determining the required number of workers are summarized in Table. 13. Table 13 - The results of determining the required number of garage workers. Type of service or repairEstimated number of workers, pers.subject to workdriversexcluding workdrivers ETO5.33.1TO-1-56.8TO-222.0944.1STO6.613.2TP0.0080.016 Self-service work36.5736.57 Total workers required70.5153.7
- TO-1 trucks on dead-end flows are carried out according to the program up to 10 services per day; with a larger number of services of the same name cars per day, TO-1 is carried out on a production line; - TO-2 trucks at dead-end posts are carried out according to the program up to 1-2 services per day; with a daily program of 2-5 vehicles, maintenance is carried out at dead-end posts with a lubrication post; with a daily program of more than 6 cars, TO-2 is carried out on a production line. Enter the results in Table. 14. Table 14 - Methods for organizing maintenance work. brandcarDaily programmaintenance workSelected optionorganization of work onmaintenance TO-1TO-2TO-1TO-2PAZ-320625,94,8265ZIL-432720 (Goby)32,77,03337KAMAZ-5511126,96,052762.2. Development of the technological process of car maintenance2.2.1 General characteristics and design features of the rolling stock The development of the maintenance process is influenced by many factors that primarily characterize the design of the car. Therefore, for a given brand of car, it is necessary to briefly describe the design features in the following order: 1. Design features of the engine (engine type, displacement, engine location, number of cylinders, camshaft arrangement, type of gas distribution mechanism drive, lubrication system volume, etc.).2. Design features of the transmission (type of transmission, number of drive wheels, availability of a transfer case, number of gearbox gears, volume of the gearbox housing and final drive, etc.).3. Design features of the running gear and steering (type of suspension, size of tires and disks, availability of power steering, type of steering, etc.).4. Design features of the brake system (type of brake system, brake design, number of circuits, etc.). Technical characteristics of the rolling stock: Bus PAZ-3206: 1. Brand PAZ-32062. Wheel formula 4x43. Number of seats25
4. Engine brand ZMZ 52345. Engine power 88.3 kW 6. Base 3600 mm 7. Front and rear wheel track 1800 mm and 1690 mm 8. Ground clearance 264 mm 9. Fuel consumption per 100 km 25 l 10. Overall dimensions 6925x2480x3105 mm11. ManufacturerPAZ Onboard truck ZIL-432720: 1. Brand ZIL-4327202. Wheel formula 4x23. Mass of transported cargo6 000 kg4. Engine brand ZIL-6455. Engine power 136 kW 6. Base 3340 mm 7. Front and rear wheel track 1820 mm 8. Ground clearance 330 mm 9. Fuel consumption per 100 km 19 l 10. Overall dimensions 7645х2500х2656 mm11. ManufacturerZIL. Dump truck KAMAZ-55111: 1. Brand KAMAZ-551112. Wheel formula 6x43. Weight of transported cargo 13000 kg 4. Engine brand KAMAZ 740.51-240 (Euro-2) 5. Engine power 176 kW 6. Body volume 6.6 m37. Dumping direction backwards 8. Base 2840+1320 mm
9. Front and rear wheel track 2043 mm and 1890 mm10. Ground clearance290 mm11. Fuel consumption per 100 km28 l12. Overall dimensions 6700х2500х2850 mm13. ManufacturerKAMAZ 2.2.2. Calculation of the labor intensity of certain types of work on the maintenance of vehicles. Regardless of the type of maintenance, it contains the following main works: - control and diagnostic; - adjusting; - fastening, - lubrication and filling; - electrical; - tire. 15. Taking into account the design features of a given brand of car, it is necessary to determine the types of maintenance work and their labor intensity. The complexity of certain types of work is determined on the basis of the data in Table. 15. The value of the total labor intensity of maintenance should be taken from part 2. The results of calculations of the labor intensity of certain types of maintenance work should be summarized in Table. 16. Table 15 - Distribution of labor costs for TO-1 and TO-2 cars by type of work,% Type of workCarscarsBusesFreightcarsTO-1TO-2TO-1TO-2TO-1TO-2 Control and diagnostic12-1610-125-95-78-106-10Adjusting9-119-118-107-910-1217-19Mounting40-4836-4044-5246-5232-3833-37Lubrication and filling17-219-1119-219-1116- 2614-18Electrical4-66-84-66-810-138-12Power system maintenance2.5-3.52-32.5-3.52-33-67-14Tire4-61-23.5-4.57-97 -99-3
Body 18-2215-17Total 100100100100100100 Type of workLabor intensity, man-hour Control-diagnostic5-9Adjusting8-10Mounting44-52Lubrication-refueling19-21Electrical4-6Power system maintenance2.5-3.5Tire3.5-4.5BodyTotal100Table 16.1. Distribution of labor intensity of TO No. 2 of the PAZ-3206 car by type of work Type of workLabor intensity, man-hour Control-diagnostic5-7Adjustment7-9Mounting46-52Lubricating-refueling9-11Electrical6-8Power system maintenance2-3Tire7-9Bodywork15-17Total100Table 16.2. The distribution of the labor intensity of TO No. 1 of the ZIL-432720 (Bull) car by type of work.
Type of workLabor intensity, man-hour Control-diagnostic8-10Adjusting10-12Mounting32-38Lubricating-refueling16-26Electrical10-13Power system maintenance3-6Tire7-9BodyworkTotal100Table 16.3. The distribution of the labor intensity of TO No. 2 of the ZIL-432720 (Bull) car by type of work. Type of workLabor intensity, man-hour Control-diagnostic6-10Adjusting17-19Mounting33-37Lubrication-refueling14-18Electrical8-12Power system maintenance7-14Tire9-3BodyworkTotal100Table 16.4. Distribution of the labor intensity of TO No. 1 of the KAMAZ-55111 vehicle by type of work. Type of workLabor intensity, man-hour Control-diagnostic8-10Adjusting10-12Mounting32-38
Lubricating and refueling stations16-26Electrical10-13Power system maintenance3-6Tire7-9BodyworkTotal100Table 16.5. Distribution of the labor intensity of TO No. 2 of the KAMAZ-55111 vehicle by type of work. Type of workLabor intensity, man-hour Control-diagnostic6-10Adjusting17-19Mounting33-37Lubrication-refueling14-18Electrical8-12Power system maintenance7-14Tire9-3BodyTotal100 2.2.3. Operational flow chart of car maintenance. The full scope of work includes all operations related to the preparatory and final work of the technological process (entry to the post, lowering the car, etc.). The list of works during maintenance of a given brand of car is determined on the basis of a typical technology for maintenance and repair of vehicles or independently, taking into account the recommendations of the regulation on maintenance and repair of rolling stock of motor vehicles (Appendix 6). work to carry out on the basis of the data in Table. fifteen.
The results of calculations of the labor intensity of certain types of maintenance work are summarized in Table. 17. Table 17. Distribution of annual labor intensity for TO-1 and TO-2 in%. Type of work PAZ-3206 TO-1TO-2Контрольно-диагностические73354,379102901,808Регулировочные104791,97113191,9888Крепежные5224918,2443911317,0512Смазочно-заправочные188625,54692611,6272Электротехнические52395,98582321,4464По обслуживанию системы питания3,51677,18953870,5424Шинные4,52156,38652580,3616Кузовные185223,2544Итого10047919,710029018,08Таблица 17.1. Distribution of annual labor intensity for TO-1 and TO-2 in%. Type of work ZIL-432720 (Goby) TO-1TO-2Контрольно-диагностические82287,568102361,18Регулировочные123431,352174014,006Крепежные3810865,948337791,894Смазочно-заправочные174861,082184250,124Электротехнические133717,298122833,416По обслуживанию системы питания3857,83871652,826Шинные92573,5143708,354КузовныеИтого10028594,610023611,8
Table 17.2. Distribution of annual labor intensity for TO-1 and TO-2 in%. Type of work KAMAZ-55111 TO-1TO-2Контрольно-диагностические82750,368103354,47Регулировочные124125,552175702,599Крепежные3813064,2483311069,751Смазочно-заправочные175844,532186038,046Электротехнические134469,348124025,364По обслуживанию системы питания31031,38872348,129Шинные93094,164333544,7КузовныеИтого10034379,610033544,72.3. Organization of the production line maintenance. A progressive method of organizing maintenance is to perform it on production lines, which makes it possible to increase labor productivity, reduce maintenance and repair costs, and reduce vehicle downtime in maintenance and repair. However, for the organization of production by the in-line method, certain conditions are necessary, the main of which is a sufficient shift production program of serviced vehicles. Such lines are mainly used to perform TO-1 and TO-2. The minimum shift program, in which it is advisable to use the in-line method, is 11-13 for TO-1 and 5-6 for TO-2. The initial data are: - brand of car; - daily maintenance work program; - step-by-step technological map for performing maintenance (part 2). Required: - calculate the required number of technological workers; - determine the duration of the work shift; - determine the number of posts for the production line.
Restrictions: - the minimum movement of technological workers; - the same amount of work for each contractor; - the similarity of work performed by one contractor. 2.3.1. Determination of the number of posts of the production line. Determining the number of TO-1 posts begins with determining the tact of posts τp:τp = (60 t 1Pn) + Tnc, min. where t 1 - the labor intensity of one maintenance (part 1), man-hour; Rp- the number of workers simultaneously working at the post (for cars 2-3, for trucks 2-4 people); tps- the time spent on setting up and leaving the car from the post ( tps= 1-3 min). PAZ-3206 τp =(60 t 1Pn) + Tnc= (60∗5,064) + 3 = 75.9 min. ZIL-432720 (Goby) τp =(60 t 1Pn) + Tnc= (60∗2,3924) + 3 = 38.88 min. KAMAZ-55111 τp =(60 t 1Pn) + Tnc= (60∗3,4964) + 3 = 55.44 min. Then the rhythm of production is determined: Rn = 60 Tcm ncmmTO−ij, min. where tsm- working hours of the maintenance area per day; ncm- the number of shifts per day (take ncm= 1);mTO-ij- daily maintenance program (part 1); PAZ-3206 Rn = 60 Tcm n cmmTO−1GROOVE−3206 = 60∗8∗137.4 = 12.8 min. ZIL-432720 (Goby)
Rn = goby¿ THEN−1 ZIL−432720¿ m¿60 Tcm ncm¿ = 60∗8∗147.2 = 10.1 min. KAMAZ-55111 Rn = 60 Tcm ncmmTO−1KAMAZ−55111 = 60∗8∗138.8 = 12.3 min. The number of maintenance posts is determined in relation to the cycle of posts to the rhythm of production: Xmo−i = τ nRn PAZ-3206 Xmo−i = τ nRn\u003d 75.912.8 \u003d 5.9 ZIL-432720 (Goby) Xmo−i = τ nRn= 38.8810.1 = 3.8KAMAZ-55111 Xmo−i = τ nRn\u003d 55.4412.3 \u003d 4.5 The shift time for the maintenance work area must be applied in the range from 6 to 8 hours so that the number of posts is an integer. The calculation results are summarized in Table. 18. Table 18 - Performance indicators of the TO.PAZ-3206 production line IndicatorsValues Operation cycle of posts, min 75.9 Rhythm of production, min 12.8 Duration of change of TO zone, h8 Number of posts, pcs. 5.9 Number of performers at the post, people 4
IndicatorsValues Operation cycle of posts, min38.88Rhythm of production, min10.1Duration of change of maintenance zone, h8Number of posts, pcs.3.8Number of performers at the post, people4 IndicatorsValues Operation cycle of posts, min55.44 Rhythm of production, min12.3 Duration of maintenance zone change, h8 Number of posts, pcs. 4.5 Number of performers at the post, people 4 2.3.2. Distribution of work volumes by posts. Having determined the number of posts at each post, you can proceed to the distribution of the entire scope of maintenance work. The entire list of work on this maintenance (Appendix 6) must be combined into several general groups: 1. - control and diagnostic; ;3.– transmission maintenance work; 4.– steering and chassis maintenance work; 5.– electrical work; 6.– brake system maintenance work; 7.– engine maintenance work, etc. Numbers of operations by group of works to enter in the table. 19. The distribution of work groups by posts is entered in Table. 20. Table 19 - List of types of work.
№ p/nWork groupfor maintenancetransaction numbers according totechnology 1Checking and diagnostic1,22Lubrication and filling82, 83, 84, 85, 86, 87, 88, 89, 90, 91, 92, 93, 943 Transmission maintenance work14, 15, 16, 17, 18, 19, 20, 21, steering and chassis maintenance23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 365 Electrical work68, 69, 70, 71, 72, 73, 74, 75, 76, 77, 78, 796 Brake service work37, 38, 39, 40, 41, 42, 43, 44, 45, 467 Engine service work3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13 , 55, 56, 57, 58, 59, 60, 61, 62, 63, 64, 65, 66, 67 Table 20 - Distribution of types of work by posts. post numberMaintenance work groups I1, 3, 4, 6II2, 5, 7 2.3.3. Selection of equipment for posts. The list is compiled on the basis of the data of the main car maintenance operations (Appendix 6). The choice of equipment occurs through a rational use decision, i.e. should be used or not.
Bibliography. 1. Kuznetsov E.S. Technical operation of cars: textbook. for universities / E.S. Kuznetsov, V.M. Boldin, V.M. Vlasov and others - 4th ed., revised. and additional - M.: Nauka, 2004. - 535 p.2. Technical operation of cars: textbook. for universities / ed. G.V. Kramarenko. - 2nd ed., revised. and additional - M.: Transport, 1983. - 488 p.3. Kuznetsov E.S. Vehicle maintenance management. - M.: Transport, 1982. - 224 p.4. Regulations on the maintenance and repair of rolling stock of road transport / Minavtotrans RSFSR. - M.: Transport, 1983. - 86 p.5. Kolesnik P.A. Maintenance and repair of cars: textbook. for universities / P.A. Kolesnik, V.A. Sheinin. - 2nd ed., revised. and additional - M.: Transport, 1985. - 325 p.6. Regulatory (second) parts of the Regulations on the maintenance and repair of rolling stock of road transport for specific car models: the GAZ, ZIL, KAMAZ family of cars, PAZ buses, etc.7. Handbook of mechanical engineer of agricultural production: textbook. allowance. - M.: Rosinforagrotekh, 2003. - Ch1. – 340 p.8. Operation manual, device, TO and TR of KAMAZ vehicles. - Naberezhnye Chelny, 2007. - 310 p.9. Anikin S.A. Technology for performing maintenance of KAMAZ-4308 vehicles / S.A. Anikin, V.A. Bashkirov, V.I. Bruskov and others - Naberezhnye Chelny: KAMAZ OJSC, 2005. -80 p.10. Kuznetsov E.S. Technical operation of cars in the USA. -M.: Transport, 1992. -352 p.11. Zavyalov S.N. Car wash. -M.: Transport, 1984. -184 p.12. Kramarenko G.B. Garage-free car storage at low temperatures / G.B. Kramarenko, V.A. Nikolaev, A.I. Shatalov. -M.: Transport, 1984. -136 p.13. Kuznetsov E.S. Production base of road transport: state and prospects / E.S. Kuznetsov, I.P. Kournikov. -M.: Transport, 1988. -154 p.
Vehicle reliability data, systematized in the form of appropriate recommendations (maintenance and repair system, types of maintenance and repair, maintenance intervals and unit life standards, lists of maintenance and repair operations, etc.) determine what needs to be done to ensure vehicle performance. These technical actions can be performed in various ways (sequence, equipment, personnel, etc.), i.e., using the appropriate technology that establishes how the necessary level of technical condition of vehicles should be ensured during maintenance and repair.
In general, technology (from the Greek techne art, skill, skill + logos concept, teaching, science, field of knowledge) is a set of knowledge about the ways and means of changing or providing a given state, form, property or position of the object of influence. With regard to TEA, the goal of the technology is to provide a given level of vehicle or fleet performance in the most efficient way.
A technological process is a certain set of influences exerted systematically and consistently in time and space on a specific object. In the technological processes of maintenance and repair, the objects of influence (car, unit, system, assembly, part, connection or material), place, content, sequence and result of the actions carried out, their labor intensity, requirements for equipment, personnel qualifications and working conditions are determined.
The set of technological processes is the production process of the enterprise. Optimization of technological processes allows, in relation to specific production conditions, to determine the best sequence of work, ensuring high labor productivity, maximum safety of parts, an economically justified choice of mechanization and diagnostics
The completed part of the technological process by one or more performers at one workplace is called a technological operation (more often an operation). The part of the operation characterized by the immutability of the equipment or tool is called the transition. The transitions of the technological process can be divided into the movements of the performer. The combination of these movements is a technological technique.
Technological equipment is tools for the production of maintenance and repair of vehicles used in the performance of work from the beginning to the end of the technological process. The equipment is divided into specialized, manufactured directly for the purposes of the technical operation of vehicles (washing machines, lifts, diagnostic devices, lubricating devices, etc.), and general purpose (metal-cutting and woodworking machines, presses, beam cranes, etc.).
The first group includes equipment and devices that provide convenient access to units, mechanisms and parts located below and on the side of the vehicle. This includes inspection ditches, overpasses, lifts, tippers, garage jacks. The second group includes equipment for lifting and moving units, components and mechanisms of the car. These are mobile cranes, electric hoists, beam cranes, cargo trolleys and conveyors.
According to the purpose, technological equipment is divided into hoisting inspection, hoisting and transport, specialized for maintenance and specialized for TR
The third group is equipment designed to perform specific maintenance operations: cleaning, washing, fixing, lubricating, diagnostic, adjusting, refueling. The fourth group is equipment designed to perform technological operations of TR: dismantling, assembly, metalwork, electrical, bodywork, welding, copper, tire fitting, vulcanization, etc.
Separate types of the most common equipment are presented in the following slides, with the types of work for which this equipment is intended. Technological equipment - tools and means of production added to technological equipment to perform a certain part of the technological process.
CLEANING AND WASHING WORKS Are intended for removal of pollution of a body, salon, knots and units of cars, including for creation of favorable conditions at performance of other works MOT and TR; maintaining the required sanitary condition inside the car body and interior; protection paintwork from the influence of the external environment; maintaining the outer surfaces of the body in a condition that meets aesthetic requirements.
Control, diagnostic and adjustment work They are designed to determine and ensure that the vehicle meets the requirements for traffic safety and the impact of the vehicle on the environment, to assess the technical condition of units and assemblies without disassembling them.
There are: bench diagnostics (aggregates, systems); built-in diagnostics, when information is displayed on dashboard; express diagnostics; element-by-element diagnostics; electronic scanning, that is, a survey of special sensors that record the parameters of the processes occurring during the operation of the car.
Ditches and overpasses belong to lifting and transport equipment and constitute a subgroup of lifting and inspection equipment. They can carry out work from the bottom and side of the car. The length of the ditch should be 0.5 0.8 m longer than the length of the car. Depth for cars 1.4 1.5 m, for trucks and buses 1.2 1.3 m. The entrance to the ditch should be located outside the working area. For the safe entry of vehicles, ditches are framed with guide flanges on the side with a height of no more than 15 cm and a bump stop on the side of the entrance; stops are placed at the end of the dead-end ditch from the side of the open trench.
Narrow ditches are made with a width of no more than 0.9 m with reinforced concrete flanges and no more than 1.1 m with metal ones. The depth of the side ditches is 0.8 0.9 m, the width is not less than 0.6 m. Parallel narrow ditches are connected by an open trench or tunnel 12 m wide and up to 2 m deep. ditches on the side of the trench install walkways. trenches
Wide ditches are larger than the dimensions of the serviced vehicle by 1.01.2 m. Removable ladders are provided for side work. Lamps are installed in the niches of the walls of the ditches. Ditches are equipped with exhaust or supply ventilation systems. The latter is also used for heating.
Labor activity in the OAT requires its own organization, which is understood as an ordered system of interaction between workers, their groups and departments to achieve their goals. It is determined by the type of organization and the number of serviced and repaired vehicles. If a motor transport complex or cooperative organization engaged in road transport is considered, then the organization of maintenance and repair processes will be additionally influenced by the mode of operation of vehicles. As a rule, it is determined by the features of the existing transport process and basically corresponds to the recommendations of ONTP 01-91. The recommended operating time of vehicles (Table 2.1) should be at least 10.5 hours, the number of working days per year should be at least 255.
The mode of operation of the production units of the technical service must correspond to the mode of operation of vehicles (Table 2.2). The experience of modern ATO shows that when vehicles are operated 365 days a year, the production zones of the EO and maintenance should work the same amount, and the number of days of operation per year of zones D-1, D-2, TO-1 and TO-2 may be less . Two-shift operation is used only in large transport organizations, and three-shift operation is currently not used at all. For car service and car repair organizations, the operating hours of production units can be adopted, as for motor vehicles, but taking into account the daily receipt of cars for maintenance and repair. The number of days of work in a year for them does not exceed, as a rule, 305 days.
|
Car operation mode |
Production mode |
||||
|
Number of working days per year |
Working time per day, h |
Number of working days per year |
Number of work shifts per day |
fulfillment |
|
|
D-1, D-2, TO-2 |
|||||
The end of the table. 2.2
|
Type of work (production area) |
Car operation mode |
Production mode |
|||
|
Number of working days per year |
Working time per day, h |
Number of working days per year |
Number of work shifts per day |
fulfillment |
|
|
Repair |
|||||
The most difficult will be the organization of the production process in an integrated motor transport organization of medium or large capacity. This is due to the fact that it is necessary to organize and link the processes of transport and technical operation. Reception and release of cars is carried out at the control and technical point (KTP). When carrying out maintenance and repairs, the main technological processes are cleaning and washing (CWR), performed at EO, D-1, D-2, TO-1, TO-2 and TR. On the general scheme of the production process of maintenance and repair (Fig. 2.1), the places of their implementation and possible routes for the movement of vehicles are indicated. A gas release post is provided if the organization operates gas-cylinder vehicles (GBV). This scheme is focused on the use of diagnostics in almost all technological processes. One or more waiting areas can be used to smooth out the uneven arrival of cars in production areas.
To ensure the continuity of technological processes associated with the repair of vehicles and their units in the TR zone and repair areas, a complex for the preparation of
Rice. 2.1. Scheme of organization of maintenance and repair processes with diagnostics in integrated and cooperative ATO production (CPP). It is entrusted with the functions of timely delivery to posts necessary spare parts and materials; receipt, storage and issuance of units, assemblies and parts, repaired and manufactured on your own, as well as received from car repair organizations. Therefore, it includes an intermediate warehouse. Driving cars in the zones is carried out by drivers-drivers of the same complex.
Maintenance and repair of garage equipment, technological equipment and tools is carried out by the Chief Mechanic Department (CMO). In addition, it is entrusted with the functions of manufacturing the necessary non-standard equipment, tooling and tools.
As seen in fig. 2.1, the execution of work is assigned to structural units that must have their own production base: buildings, structures, premises, technological equipment, equipment, etc. (Fig. 2.2). A large number of structural subdivisions, main and auxiliary premises, a variety of types of work performed and a significant number of their performers sets the task of organizing and interconnecting all ongoing technological processes, organizing the work of production zones and sections, their structural units - work posts and jobs.
The considered schemes may be different for motor transport organizations operating on the principles of cooperation and specialization of production. For example, the operational branch of ATO, which is mainly engaged in the organization of the transport process, may have a production base that ensures the implementation of simple types of technical actions: SW, TO-1 and simple repairs (Table 2.3). ATO production branches, on the contrary, can deal with complex types of maintenance and repair.
In each specific case, it is advisable to justify the accepted scheme of the production process to ensure the operability of vehicles. The simplest method to justify the legality of the use of certain technological processes and relevant production units in ATO is the calculation of the production program for maintenance and repair and the number of work performers.
Rice. 2.2.
medium or high power
Table 2.3
Variants of production processes for maintenance and repair of various ATO
|
Possible options |
|
|
1. Comprehensive ATO |
1.1. Inter-shift storage of vehicles, EO, D-1, D-2, TO-1, TO-2, TR of all types |
|
2. ATO Operational Branch |
|
|
3. ATO Manufacturing Branch |
|
|
4. Cooperative JSCs |
|
|
5. Specialized AO |
|
If the estimated number of performers of the work of the section is less than 0.5, then, most likely, it is not advisable to create it, except for the case when this section can be combined with another, also underloaded. The sites grouped into one subdivision should have a similar nature of work and similar working conditions in terms of fire, construction, sanitary, technical and other standards. The experience of the OAT shows that it is allowed to group the engine, aggregate, metalwork-mechanical, electrical and fuel sections into a mechanical compartment; forging and spring, welding, tin and copper sections - to the thermal department. Body, reinforcing, wallpaper and carpentry areas can be combined into a body compartment. Within the framework of these departments, it is allowed to create smaller divisions: welding and tinsmithing, carpentry and wallpaper, aggregate-motor, etc.
For a more accurate justification, it is necessary to evaluate the effectiveness of the creation and operation of such a department in a particular ATO. The components of this complex effect will be the following partial effects: economic, technical, technological, environmental, social, etc. All of them are different, but interconnected and can be reduced to a cost form. The simplest are statistical methods for assessing economic efficiency, which consist in assessing the total profit, which is calculated as the difference between the total cost results and costs incurred during the implementation of the project. Most often, these cost indicators are given to one year of work. In relation to the production unit created in ATO, they can be written:
where C mi- current (operational) costs for the maintenance of the i-th production unit; E n - normative coefficient of reduction to the year of capital investments (taken 0.13-0.15); KB? - capital investments for the creation of the i-th production unit.
The annual operating costs for the maintenance of the production unit include the wages of maintenance workers, depreciation deductions for the repair and replacement of equipment in it, operating costs for electricity, water, heat, compressed air, etc.
Capital costs are determined by the sum of the costs of acquiring and installing equipment, as well as the cost of building a production unit.
You can not create a production unit, then this amount of annual work T? will be performed in other organizations on a paid basis with approximate cost costs
where sj- the cost of a standard hour for the performance of this type of work; (3 is a coefficient that takes into account transportation costs for the delivery of a car or its units for maintenance or repair (may be in the range of 1.01-1.15).
If the difference between the costs of C 2 and C drg is greater than or equal to zero, then the creation of a production unit will be economically unprofitable and vice versa. Given that the methodology is approximate, since it does not take into account all types of costs, the cost coefficient can be recommended as the final criterion for making a decision:
If the value of the cost coefficient is greater than -OD (approximately a ten percent error is laid, possibly allowed in the calculations), the creation of a production unit will be inappropriate.
If the issue of using the ?-th unit is resolved as part of its reconstruction, then capital investments are calculated according to the formula
where /C reg - capital investments required for the reconstruction of the ?-th production unit; C w - non-amortized cost of withdrawn fixed assets; C r - the cost of selling the withdrawn fixed assets; DP rekg - possible losses of the organization's profit during reconstruction; З lg - liquidation costs.
Another criterion that makes it quite easy to determine the feasibility of creating a specific production unit can be the payback period, which is understood as the period of time during which capital investments will be returned with income from the project. Approximately, it can be defined as the ratio of capital investments to the planned average annual income. More complex (dynamic) methods can also be used, in which expenses and incomes at different times lead to one point in time by means of their discounting.
Classification of road transport enterprises
The production process and its elements
Principles of formation of technologies and technological process
4 General characteristics of the technological process of maintenance and repair of vehicles
5. Determinants in maintenance and repair
Organization of technological processes of maintenance and diagnostics of vehicles
Organization of production management and quality control of work performed at stations
Management of maintenance and repair processes
Methods for organizing maintenance and repair of vehicles
The system for organizing and managing the production of maintenance and technical repairs of vehicles
Planning, accounting for the production of maintenance and technical repairs of vehicles
Organization of pre-production
Vehicle maintenance and repair quality management
Car maintenance and repair planning
The capacity of the production base of a motor transport enterprise
Mode and daily schedule of work of production units
Production program for the maintenance and repair of rolling stock
18. Labor costs for vehicle maintenance and repairs
Literature
1. CLASSIFICATION OF AUTOMOBILE TRANSPORT ENTERPRISESFROMPORTA
According to their purpose, motor transport enterprises are divided into motor transport, auto-servicing and auto-repair.
I Motor transport enterprises are enterprises of an integrated type that carry out the transportation of goods or passengers, storage, maintenance and repair of rolling stock, as well as the supply of the necessary operational, repair materials and spare parts.
Motor transport enterprises, according to the nature of the transport work performed, are divided into 1) freight, 2) passenger (bus, taxi, passenger service for individual organizations), 3) mixed (cargo and passenger) and 4) special (ambulance, etc.).
According to non-departmental affiliation and the nature of production activities, ATPs are distinguished a) for general use, which are part of the system of ministries of road transport of the Union republics, and b) departmental ATPs belonging to individual ministries and departments.
ATPs of general use carry out the transportation of goods for all enterprises and organizations, regardless of departmental affiliation, the transportation of passengers in buses and taxis on urban, suburban and international routes.
Departmental ATPs are created at industrial, construction and agricultural enterprises and organizations and, as a rule, carry out the transportation of goods associated with the technological process of production. The production capacity of ATP.
Truck ATP.
Cargo ATPs today are largely specialized in the transportation of a certain type of cargo (brick, reinforced concrete, bakery products, etc.). This makes it possible to use a certain type of specialized rolling stock and obtain an economic effect by improving its use, increasing the safety of cargo, and other freight transport vehicles B, in most cases, are located on the periphery of cities (to unload the center from transport) and are built in the form of one-story industrial-type buildings.
The second type of associations does not have a head (basic) enterprise, and the enterprises (branches) included in the association are deprived of legal rights, but have independent balance sheets and operate on the basis of internal cost accounting.
The first type of motor transport associations has received the greatest distribution. The main task of the motor transport company are.
1. Efficient use of living labor through correct selection and placement of personnel, the systematic increase of their teams, etc.), as a method aimed at obtaining the best performance at the lowest cost in production.
Passenger ATP.
Passenger ATPs (buses) are usually located in places with the greatest number of routes in order to obtain the smallest zero runs and are built in the form of one-story industrial buildings. Taxi ATP.
Taxi ATPs are located in the central areas of cities and are built single-story and multi-story. Multi-storey buildings make it possible to reduce the size of land plots, which is very important when building facilities in the city.
Along with complex ATP, car service and car repair enterprises have become widespread, which are specialized road transport enterprises that perform certain functions of car technical support: 1) storage, 2) maintenance or 3) repair.
II Car service enterprises include: parking garages, service stations, gas stations, passenger and cargo stations, freight forwarding enterprises.
Parking garages are specialized car storage facilities. Sometimes they perform maintenance work (to the extent daily maintenance and TO-1) and the supply of operational materials.
Public parking garages are intended for storage of cars belonging mainly to individual owners. They can be house, quarter, district, and also built for temporary storage of cars in order to unload the streets and squares of cities (near railway stations, stadiums, shopping centers, etc.).
Car service stations are specialized enterprises that perform maintenance, current repairs of cars, supply of spare parts and some operating materials. On the basis of production, they are divided into service stations for trucks, cars and a mixed type. On a territorial basis, they are divided into city, district and road.
Gas stations are specialized enterprises for the supply of rolling stock with operating materials: fuel, engine oil, transmission oils, greases, etc.
Filling stations specialize in the type of fuel they fill: gasoline, diesel fuel, gas-balloon fuel. On a territorial basis, they are divided into city, district and road. The throughput of the station is determined by the number of filling stations and their performance.
Passenger and cargo stations are also service enterprises. At passenger stations, tickets are sold, luggage operations are performed, the necessary premises are provided to passengers for rest and waiting for departure, and freight forwarding and warehouse operations with cargo are performed at cargo stations.
On a contractual basis, TEPs use the rolling stock of the ATP, and to the greatest extent, the large ones have their own rolling stock and motor transport enterprises that are part of the production associations of transport and forwarding services to the population.
TEPs perform basic services for the delivery of furniture, goods, fuel, building materials to the population, carry out the transportation of household items, cargo in containers and small shipments in international traffic, understand from individual owners for the repair of car tires, provide services for storing cars in paid parking lots, for the advance sale of tickets for all types of transport, for the acceptance of orders for transport services, carry out the transportation of agricultural goods, etc.
Car repair enterprises of road transport include car repair, aggregate repair and tire repair plants and workshops, repair and charging battery stations and specialized workshops and workshops.
Car repair and aggregate repair plants and workshops are specialized enterprises for the overhaul of complete vehicles or individual units. Car repair shops, as a rule, have a production program of units. Car repair shops, as a rule, have a production program of up to 1000 given overhauls per year, car repair plants - over 1000. Car repair shops repair rolling stock of ATP located within a certain district, city and sometimes region; car repair plants can serve the ATP of a number of areas. Workshops and repair plants may be specialized in the repair of one or two (or more) types of vehicles. This allows the use of high-performance equipment, in-line production methods, which ensures a good quality of repair and its low cost. The technical and economic indicators of repair production depend on its capacity: with an increase in capacity, the indicators improve.
Tire repair plants and workshops are specialized enterprises that perform all types of tire and tube repairs and restoration.
Battery repair and charging stations are specialized companies for repair and charging batteries.
Specialized workshops and workshops centrally carry out overhaul of vehicle components and mechanisms, restoration of worn parts (by welding, surfacing, electroplating, etc.), body and painting works.
By departmental affiliation, car repair enterprises are divided into public enterprises that are part of the system of departments and belong to individual ministries. Repair enterprises of general use have a much greater capacity and high technical and economic indicators. Departmental enterprises, as a rule, are of lower capacity, since they have a limited opportunity to obtain a repair fund, they use less productive equipment. For these reasons, departmental repair enterprises have a higher cost of car repairs and worse technical and economic indicators.
An important condition for the development of auto repair production is to improve the quality of repairs. The cost of a car overhaul is 60% of the cost of a new car, so a major overhaul will be economically beneficial if the overhaul mileage of a repaired car is more than 60% of the mileage of a new car. Of great importance are the development and improvement of the work of specialized enterprises for the overhaul of components and mechanisms of automobiles and the centralized restoration of worn parts.
2. PRODUCTION PROCESS AND ITS ELEMENTS
At enterprises, along the movement of the material flow, various logistics operations are carried out with it, which together represent a complex process of converting raw materials, materials, semi-finished products and other objects of labor into finished products.
The basis of the production and economic activity of the enterprise is the production process, which is a set of interrelated labor processes and natural processes aimed at manufacturing certain types of products.
The organization of the production process consists in combining people, tools and objects of labor into a single process of production of material goods, as well as in ensuring a rational combination in space and time of the main, auxiliary and service processes.
Production processes at enterprises are detailed by content (process, stage, operation, element) and place of implementation (enterprise, redistribution, workshop, department, section, unit).
The set of production processes occurring in the enterprise is a total production process. The process of production of each individual type of product of the enterprise is called a private production process. In turn, in a private production process, partial production processes can be distinguished as complete and technologically separate elements of a private production process that are not primary elements of the production process (it is usually carried out by workers of different specialties using equipment for various purposes).
As the primary element of the production process, a technological operation should be considered - a technologically homogeneous part of the production process performed at one workplace. Technologically separate partial processes are stages of the production process.
Partial production processes can be classified according to several criteria: according to the intended purpose; the nature of the flow in time; way of influencing the object of labor; the nature of the work involved.
According to the intended purpose, the main, auxiliary and service processes are distinguished.
The main production processes are the processes of converting raw materials and materials into finished products, which are the main, profile
products for this company. These processes are determined by the manufacturing technology of this type of product (preparation of raw materials, chemical synthesis, mixing of raw materials, packaging and packaging of products).
Auxiliary production processes are aimed at manufacturing products or performing services to ensure the normal flow of the main production processes. Such production processes have their own objects of labor, different from the objects of labor of the main production processes. As a rule, they are carried out in parallel with the main production processes (repair, packaging, tool facilities).
Servicing production processes ensure the creation of normal conditions for the flow of the main and auxiliary production processes. They do not have their own object of labor and proceed, as a rule, sequentially with the main and auxiliary processes, interspersed with them (transportation of raw materials and finished products, their storage, quality control).
The main production processes in the main workshops (sections) of the enterprise form its main production. Auxiliary and service production processes, respectively, in auxiliary and service shops - form an auxiliary economy.
The different role of production processes in the overall production process determines the differences in the management mechanisms of various types of production units. At the same time, the classification of partial production processes according to their intended purpose can only be carried out in relation to a specific private process.
Combining the main, auxiliary, service and other processes in a certain sequence forms the structure of the production process.
The main production process represents the process and production of the main products, which includes natural processes, technological and work processes, as well as inter-operational waiting.
Natural process - a process that leads to a change in the properties and composition of the object of labor, but proceeds without human intervention (for example, in the manufacture of certain types of chemical products).
Natural production processes can be considered as necessary technological breaks between operations (cooling, drying, aging, etc.)
The technological process is a set of processes, as a result of which all the necessary changes occur in the object of labor, i.e. it turns into a finished product.
Auxiliary operations contribute to the implementation of the main operations (transportation, control, sorting of products, etc.).
Work process - a set of all labor processes (main and auxiliary operations).
The structure of the production process changes under the influence of the technology of the equipment used, the division of labor, the organization of production, etc.
Interoperational laying - breaks provided for by the technological process.
By the nature of the flow in time, continuous and periodic production processes are distinguished. In continuous processes, there are no interruptions in the production process. Production maintenance operations are carried out simultaneously or in parallel with the main operations. In periodic processes, the execution of basic and maintenance operations occurs sequentially, due to which the main production process is interrupted in time.
According to the method of impact on the object of labor, mechanical, physical, chemical, biological and other types of production processes are distinguished.
By the nature of the labor used, production processes are classified into automated, mechanized and manual.
The principles of the organization of the production process are the starting points on the basis of which the construction, operation and development of the production process are carried out.
There are the following principles of organization of the production process:
differentiation - the division of the production process into separate parts (processes, operations, stages) and their assignment to the relevant divisions of the enterprise;
combination - the combination of all or part of diverse processes for the manufacture of certain types of products within the same site, workshop or production;
* concentration - the concentration of certain production operations for the manufacture of technologically homogeneous products or the performance of functionally homogeneous work at individual workplaces, sites, workshops or production facilities of the enterprise;
specialization - assigning to each workplace and each division a strictly limited range of works, operations, parts and products;
universalization - the manufacture of parts and products of a wide range or the performance of heterogeneous production operations at each workplace or production unit;
* proportionality - a combination of individual elements of the production process, which is expressed in their certain quantitative relationship with each other;
parallelism - simultaneous processing of different parts of one batch for a given operation at several workplaces, etc.;
* direct flow - the implementation of all stages and operations of the production process in the conditions of the shortest path of passage of the object of labor from beginning to end;
* Rhythm - repetition through established periods of time of all individual production processes and a single process for the production of a certain type of product.
The above principles of organization of production in practice do not operate in isolation from each other, they are closely intertwined in each production process. The principles of the organization of production develop unevenly - in one period or another, one or another principle comes to the fore or acquires secondary importance.
If the spatial combination of elements of the production process and all its varieties is implemented on the basis of the formation of the production structure of the enterprise and its subdivisions, the organization of production processes in time is expressed in establishing the order of execution of individual logistics operations, the rational combination of execution time various kinds works, determination of calendar and planning standards for the movement of objects of labor.
The basis for building an effective production logistics system is the production schedule, formed on the basis of the task of meeting consumer demand and answering the questions: who, what, where, when and in what quantity will be produced (produced). The production schedule allows you to establish volumetric and temporal characteristics of material flows differentiated for each structural production unit.
The methods used to compile the production schedule depend on the type of production, as well as the characteristics of demand and parameters of orders can be single, small-batch, serial, large-batch, mass.
The characteristic of the type of production is supplemented by the characteristic of the production cycle - this is the period of time between the start and end of the production process in relation to specific products within the logistics system (enterprise).
The production cycle consists of working time and break time in the manufacture of products.
In turn, the working period consists of the main technological time, the time for carrying out transport in control operations and the picking time.
The time of breaks is subdivided into the time of interoperational, inter-sectional and other breaks.
The duration of the production cycle largely depends on the characteristics of the movement of the material flow, which can be sequential, parallel, parallel-serial.
In addition, the duration of the production cycle is also influenced by the forms of technological specialization of production units, the organization system of the production processes themselves, the progressiveness of the technology used and the level of unification of products.
The production cycle also includes waiting time - this is the interval from the moment an order is received to the moment it begins to be executed, to minimize which it is important to initially determine the optimal batch of products - a batch at which the cost per product is the minimum value.
To solve the problem of choosing the optimal batch, it is generally accepted that the cost of production consists of direct manufacturing costs, inventory storage costs, and equipment readjustment and downtime costs when changing batches.
In practice, the optimal batch is often determined by direct calculation, but when forming logistics systems, it is more effective to use mathematical programming methods.
In all areas of activity, but especially in production logistics, the system of norms and standards is of paramount importance. It includes both enlarged and detailed norms for the consumption of materials, energy, use of equipment, etc.
3. PRINCIPLES FOR THE FORMATION OF TECHNOLOGIES AND TECHNOLOGIESEPROCESS
Diagnostics of the technical condition of the car without dismantling it is designed to determine the technical condition and further mileage of the car.
Diagnostics can be applied during maintenance and repair of the car. The purpose of diagnostics during maintenance is to determine the actual need for work performed not at every service, and to predict the occurrence of a moment of failure.
The purpose of diagnostics during repair is to identify the causes of failure or malfunction and to establish the most effective way to eliminate them: on the spot, with the removal of the unit or unit, with complete or partial disassembly.
Diagnostics is a part of maintenance and includes: express diagnostics, i.e. checking the technical condition of the system, units and components of the car that affect traffic safety (this diagnostics, as a rule, should be carried out before TO-1); in-depth diagnostics, which is designed to determine the location, cause and nature of a malfunction or failure by diagnostic parameters (this diagnostics is carried out before TO-2); diagnostics at maintenance posts to identify the need for units, assemblies and systems in adjusting and repair work ah, performed during the maintenance and repair of the connecting rod. An increase in knocking with a sharp increase in the speed of the crankshaft indicates wear of the liners of the main or connecting rod bearings, and the knock of a duller tone is characteristic of the wear of the liners of the main bearings. A sharp incessant knock in the engine, accompanied by a drop in oil pressure, indicates the melting of the bearings. Noises and knocks are heard with a stethoscope.
A decrease in engine power is caused by a decrease in compression as a result of: violation of the seal of the cylinder head gasket with weak or uneven tightening of the fastening nuts or damage to the gasket, burning of the rings in the piston grooves due to the deposition of resinous substances and soot; wear, breakage or loss of elasticity of the rings; cylinder wall wear.
The compression in the engine cylinders is checked by hand or with a compression gauge. To check the compression, the spark plugs are removed by hand, with the exception of the spark plug of the cylinder being checked. rotating crankshaft crank, by resistance to cranking, compression is judged. Also check the compression in the remaining cylinders.
To check compression with a compression gauge, warm up the engine, remove the spark plugs, fully open the throttle and air damper. Install the rubber tip of the compression gauge into the spark plug hole and rotate the crankshaft 8 ... 10 turns. The amount of compression is judged by the readings of the compression gauge. After turning the crankshaft in a working cylinder, the compression value should be 0.70 ... 0.78 MPa. Thus, it is necessary to sequentially check the compression in each cylinder.
A complex of diagnostic works allows to detect and eliminate a malfunction, to carry out preventive maintenance in time, which ensures a decrease in wear and tear and an increase in the safety of the operation of a unit, unit or vehicle as a whole. All this increases the reliability of the vehicle, the economy and efficiency of its operation by reducing the consumption of spare parts and materials and reducing labor costs for maintenance and repair.
During TO-1, diagnostic work is carried out on the components and systems of the vehicle that affect traffic safety. The operation of the service brake is checked for simultaneous operation and braking efficiency, the operation of the parking brake, the brake drive, the play of the steering wheel and steering gear joints, the condition of the tires and the air pressure in them, the operation of lighting and signaling devices.
At TO-2, the following diagnostic work is carried out to check: engine operation (presence of knocks, interruptions in operation, developed power); ignition systems; power systems (fuel leakage and consumption, the amount of CO in the exhaust gases); cylinder-piston group; gas distribution mechanism; engine lubrication systems; engine cooling systems; clutch of the car and its drive (slipping under load, incomplete shutdown, the presence of knocks and noises). The operation of the car's gearbox is also checked (spontaneous shutdown under load, the presence of knocks and noises during operation); cardan transmission of the car (the presence of backlash and the absence of beating); main gear and differential (presence of play, knocks and noises). In addition, diagnostic work is carried out to check the front suspension, the installation of the front wheels and their balancing, the parallelism of the front and rear axles and headlight installation. Elimination of identified deficiencies, as a rule, should be carried out at special posts.
4. GENERAL CHARACTERISTICS OF THE TECHNOLOGICAL PROCESS OF MAINTENANCE AND REPAIR OF VEHICLESAndLEI
Maintenance includes the following types of work: cleaning and washing, control and diagnostics, fastening, lubricating, refueling, adjusting, electrical and other work, performed, as a rule, without disassembling the units and removing individual components and mechanisms from the vehicle. If during maintenance it is impossible to verify the full serviceability of individual components, then they should be removed from the vehicle for control on special stands and instruments. According to the frequency, list and complexity of the work performed, maintenance according to the current Regulations is divided into the following types: daily (EO), first (TO-1), second (TO-2) and seasonal (SO) maintenance.
To ensure the performance of the car during the entire period of operation, it is necessary to periodically maintain its technical condition with a set of technical actions, which, depending on the purpose and nature, can be divided into two groups: actions aimed at maintaining the units, mechanisms and components of the car in working condition for the greatest period of operation; impacts aimed at restoring the lost performance of units, mechanisms and components of the car.
The set of measures of the first group constitutes a maintenance system and is of a preventive nature, and the second group is a recovery (repair) system.
Maintenance. In our country, a planned preventive maintenance and repair system for cars has been adopted. The essence of this system is that maintenance is carried out according to plan, and repairs - on demand.
The fundamental foundations of the preventive maintenance and repair system for vehicles are established by the current Regulations on the maintenance and repair of road transport rolling stock.
5. DETERMINING FACTORS IN MAINTENANCE AND THESEXREPAIR
Maintenance includes the following types of work: cleaning and washing, control and diagnostics, fastening, lubricating, refueling, adjusting, electrical and other work, performed, as a rule, without disassembling the units and removing individual components and mechanisms from the vehicle. If during maintenance it is impossible to verify the full serviceability of individual components, then they should be removed from the vehicle for control on special stands and devices. According to the frequency, list and labor intensity of the work performed, maintenance according to the current Regulations is divided into the following types: daily (EO), first ( TO-1), second TO-2) and seasonal (SO) maintenance.
Daily maintenance (EO) is performed daily after the car returns from the line between shifts and includes: inspection and inspection work on mechanisms and systems that ensure traffic safety, as well as the body, cab, lighting devices; cleaning and washing and drying and cleaning operations, as well as refueling the car with fuel, oil, compressed air and coolant. Car washing is carried out as needed, depending on weather, climatic conditions and sanitary requirements, as well as on the requirements for the appearance of the car.
The first maintenance (TO-1) consists in an external technical inspection of the entire vehicle and the performance of control and diagnostic, fixing, adjusting, lubricating, electrical and refueling work in the prescribed amount, checking the operation of the engine, steering, brakes and other mechanisms. The complex of diagnostic works (D-1), performed at or before TO-1, serves to diagnose the mechanisms and systems that ensure the safety of the vehicle
TO-1 is carried out between shifts, periodically at established intervals for mileage and should ensure the trouble-free operation of the units, mechanisms and systems of the vehicle within the established frequency
In-depth diagnosis of D-2 is carried out 1-2 days before TO-2 in order to provide information to the TO-2 zone about the upcoming scope of work, and if a large amount of current repair is detected, redirect the car to the current repair zone in advance.
The second maintenance (TO-2) includes the performance of fixing, adjusting, lubricating and other works in the prescribed amount, as well as checking the operation of units, mechanisms and instruments during operation. TO-2 is carried out with the removal of the car for 1-2 days from operation.
To diagnose the car as a whole (D-2) and its units, stands with running drums are needed to determine the power and economic indicators, as well as the state of systems and assemblies, as close as possible to the conditions for their diagnosis to the conditions of the car. For diagnostics combined with maintenance and repair, mobile and portable diagnostic tools and devices should be used.
Seasonal maintenance (SO) is carried out 2 times a year and is the preparation of rolling stock for operation in cold and warm seasons. It is recommended to conduct a separate SS for the rolling stock operating in the cold climate zone. For other climatic zones, CO is combined with TO-2 with a corresponding increase in the labor intensity of the main type of service.
Maintenance (TR) is carried out in motor transport enterprises or at service stations and consists in eliminating minor malfunctions and vehicle failures, contributing to the fulfillment of the established vehicle mileage standards before overhaul.
Overhaul (CR) of vehicles, units and assemblies is carried out at specialized repair enterprises, factories, workshops. It provides for the restoration of the performance of vehicles and units to ensure their mileage until the next overhaul or write-off, but not less than 80% of their mileage from the mileage standards for new vehicles and units.
During the overhaul of a car or unit, it is completely disassembled into components and parts, which are then repaired or replaced. After completing the parts, the units are assembled, tested and sent to the assembly of the car. With the impersonal method of repair, the car is assembled from previously repaired units.
Cars and buses are sent for overhaul if a major overhaul of its body is necessary. Trucks are sent for overhaul if overhaul of the frame, cab, as well as overhaul of at least three main units is necessary. During its service life, a complete car is subjected, as a rule, to one major overhaul.
6. ORGANIZATION OF TECHNOLOGICAL PROCESSES TEXSERVICE AND DIAGNOSTICS OF VEHICLES
The main means of reducing the intensive wear of parts and mechanisms and preventing failures of aggregates or vehicle components, i.e. maintaining it in a technically sound condition is timely and high-quality maintenance.
The Regulation provides for two types of repair of vehicles and its units: current repairs (TR), performed in motor transport enterprises, and major repairs (CR), performed at specialized enterprises.
Each type of maintenance (TO) includes a strictly established list (nomenclature) of works (operations) that must be performed. These operations are divided into two components - control and performing.
The control part (diagnostic) of maintenance operations is mandatory, and the execution part is performed as needed. This significantly reduces material and labor costs during maintenance of the rolling stock.
Diagnostics is a part of the technological process of maintenance (TO) and current repair (TR) of cars, providing initial information about the technical condition of the car. Vehicle diagnostics is characterized by its purpose and place in the technological process of maintenance and repair.
Daily maintenance (EO) is performed daily after the car returns from the line between shifts and includes: inspection and inspection work on mechanisms and systems that ensure traffic safety, as well as the body, cab, lighting devices: cleaning, washing and drying operations, as well as refueling the car fuel, oil, compressed air and coolant. Car washing is carried out as needed, depending on weather, climatic conditions and sanitary requirements, as well as on the requirements for the appearance of the car.
The first maintenance of TO-1 consists in an external technical inspection of the entire vehicle and the performance of control and diagnostic, fixing, adjusting, lubricating, electrical and refueling works in the prescribed volume, checking the operation of the engine, steering, brakes and other mechanisms. The complex of diagnostic works (D-1), performed at or before TO-1, serves to diagnose the mechanisms and systems that ensure the safety of the vehicle. TO-1 is carried out between shifts, periodically at established intervals for mileage and should ensure the trouble-free operation of the units, mechanisms and systems of the vehicle within the established frequency.
In-depth diagnosis of D-2 is carried out 1-2 days before TO-2 in order to provide information to the TO-2 zone about the upcoming scope of work, and if a large amount of current repair is detected, redirect the car to the current repair zone in advance. Second maintenance.
TO-2 includes the performance of fixing, adjusting, lubricating and other works in the prescribed volume, as well as checking the operation of units, mechanisms and devices in the process of work. TO-2 is carried out with the removal of the car for 1-2 days from operation.
At ATP, D-1 and D-2 are combined in one area using combined stationary stands. At large ATPs and at centralized service bases, all diagnostic tools are centralized and optimally automated.
Determining the place of diagnostics in the technological process of maintenance and repair of vehicles allows us to formulate the basic requirements for its tools. To diagnose D-1 mechanisms that ensure traffic safety, high-speed automated tools are required for diagnosing brake mechanisms and steering.
To diagnose the car as a whole (D-2) and its units, stands with running drums are needed to determine the power and economic indicators, as well as the state of systems and assemblies, as close as possible to the conditions for their diagnosis to the conditions of the car. For diagnostics combined with maintenance and repair, mobile and portable diagnostic tools and devices should be used.
Seasonal maintenance.
SA is carried out 2 times a year and is the preparation of rolling stock for operation in cold and warm seasons. It is recommended to conduct a separate SS for the rolling stock operating in the cold climate zone. For other climatic zones, CO is combined with TO-2 with a corresponding increase in the labor intensity of the main type of service.
Maintenance.
TR is carried out in motor transport enterprises or at service stations and consists in eliminating minor malfunctions and vehicle failures, contributing to the fulfillment of established vehicle mileage standards before overhaul.
The purpose of diagnosing during current repairs is to identify a failure or malfunction and establish the most effective way to eliminate them: on the spot, with the removal of the unit or assemblies with their complete or partial disassembly or adjustment. Current repair consists in carrying out disassembly and assembly, plumbing, welding and other work, as well as replacing parts in units (except for basic ones) and individual components and assemblies in a car (trailer, semi-trailer), requiring current or major repairs, respectively.
During the current repair, the units on the car are changed only if the unit repair time exceeds the time required to replace it.
Capital repairs.
KR of cars, units and assemblies is carried out at specialized repair enterprises, factories, workshops. It provides for the restoration of the performance of vehicles and units to ensure their mileage until the next overhaul or write-off, but not less than 80% of their mileage from the mileage standards for new vehicles and units.
During the overhaul of a car or unit, it is completely disassembled into components and aircraft, which are then repaired or replaced. After completing the parts, the units are assembled, tested and sent to the assembly of the car. With the impersonal method of repair, the car is assembled from previously repaired units.
Cars and buses are sent for overhaul if a major overhaul of its body is necessary. Trucks are sent for overhaul if overhaul of the frame, cab, as well as overhaul of at least three main units is necessary.
During its service life, a complete car is subjected, as a rule, to one major overhaul.
The purpose of diagnostics during a major overhaul is to check the quality of the repair.
To increase the objectivity of assessing the technical condition of the rolling stock undergoing maintenance and repair, as well as to provide information support for the preparation of production, D-1 and D-2 diagnostics are carried out at motor transport enterprises. When diagnosing D-1, performed, as a rule, before and during TO-1, the technical condition of the units and assemblies that ensure traffic safety and the vehicle's suitability for operation is determined.
When diagnosing D-2, performed, as a rule, before TO-2, the technical condition of the units, assemblies, vehicle systems is determined, the scope of maintenance and the need for repairs are specified. Control (diagnostic) equipment is also used when performing current repairs and assessing the quality of work.
Technological processes of maintenance and repair are developed taking into account production programs, the technological equipment used and the place of work (at a motor transport enterprise, centralized specialized production, etc.). The control and acceptance of the rolling stock is carried out at the control and technical point when returning from the line after the shift. At the same time, the completeness and external condition are checked, failures and malfunctions are recorded, an act of damage is drawn up, if necessary, and the information necessary for performing current repairs is drawn up and transferred to the centralized production management unit. Gas-balloon cars after passing through the control and technical point are sent to a post located in an open area to check the tightness of gas equipment. All connections of high-pressure pipelines, necks of gas cylinders, consumable and main valves are subjected to a tightness test.
7. ORGANIZATION OF PRODUCTION MANAGEMENT AND QUALITY CONTROL OF WORK PERFORMED AT STAHTSINAH
The main tasks of the engineering and technical service of road transport at various levels of management are:
1) Determination of the technical policy of departments, associations and enterprises for the technical operation of rolling stock. It is formed on the basis of taking into account the existing economic and current legislation, the program of scientific and technological progress, etc.
The technical policy should ensure the required level of ATP performance. It is implemented through an economic mechanism that provides for self-financing of enterprises and self-financing.
Development and bringing to the executors of normative and technical documentation.
Planning, organization and management of maintenance and repair of rolling stock, as well as its storage.
Creation, improvement and rationalization of PTB.
Organization of logistics, storage of spare parts, equipment materials.
6) Development of measures to save all types of resources.
Analysis of the technical condition of the rolling stock, PTB, equipment, inventories.
Organization of internal accounting.
Staffing, professional development.
Restoration and partial production of scarce parts, materials and equipment and other functions.
Depending on the management structure, motor transport associations are divided into two types:
The first type of associations has a parent (basic) enterprise in which the functions of planning, accounting, relations with the budget and branches are centralized, completely or partially deprived of legal rights;
The second type of associations does not have a parent (base) enterprise, and the enterprises (branches) included in the association are deprived of legal rights, but have independent balance sheets and operate on the basis of internal cost accounting.
The first type of motor transport associations has received the greatest distribution.
The main task of the motor transport company are.
1. Effective use of human labor through the correct selection and placement of personnel, systematic improvement of their qualifications, the introduction of a scientific organization of labor and, in accordance with this, the construction of a wage system. The correct organization of labor and wages should ensure a systematic increase in labor productivity and wage growth. At the same time, the growth rate of labor productivity should outpace the growth rate of wages.
2. Efficient use of fixed assets of the enterprise and, first of all, rolling stock The latter is achieved through the introduction of new, more progressive forms and methods of organizing road transport, which make it possible to increase the performance of vehicles, and therefore increase the productivity of rolling stock and reduce the cost of transportation.
3. Carrying out systematic work on the technical improvement of production by: Equipping the motor transport enterprise with new models of rolling stock with higher technical and economic qualities; Reconstruction and construction of new industrial premises allowing more efficient technical maintenance of the rolling stock; Equipping a motor transport enterprise with modern equipment, introducing advanced technology for maintenance and repair, mechanization and automation of transportation to garage processes.
Equipping a motor transport enterprise with modern equipment, introducing advanced technology for maintenance and repair, mechanization and automation of transportation to garage processes.
Improving the planning of the work of motor transport enterprises (determining the most effective planned indicators, improving the planning of vehicle loading, etc.).
In the field of economic and financial activities, it is necessary:
carry out daily work to save material and labor resources, eliminate unproductive costs and eliminate losses in production;
strictly observe financial discipline;
more widely introduce on-farm accounting (in columns, workshops, brigades, etc.), as a method aimed at obtaining the best performance at the lowest cost in production.
Car service stations are specialized enterprises that perform maintenance, current repairs of cars, supply of spare parts and some operating materials. On the basis of production, they are divided into service stations for trucks, cars and a mixed type. On a territorial basis, they are divided into city, district and road. Gas stations are specialized enterprises supplying rolling stock with operating materials: fuel, engine oil, transmission oils, greases, etc. Gas stations specialize in the type of fuel they fill: gasoline, diesel fuel, gas-balloon fuel. On a territorial basis, they are divided into city, district and road.
The throughput of the station is determined by the number of filling stations and their performance.
To ensure control over the technical condition of the rolling stock and compliance with the Rules for Technical Operation, the quality and volume of maintenance and repair work performed, the use of operational materials, the technical condition of the repair fund, technical control units are organized at motor transport enterprises. To ensure control over the technical condition of the rolling stock and compliance with the Rules for Technical Operation, the quality and volume of maintenance and repair work performed, the use of operational materials, the technical condition of the repair fund, technical control units are organized at motor transport enterprises. Depending on the work program, maintenance (diagnostics) is carried out on production lines or dead-end posts, and current repairs are carried out on universal and specialized posts. Maintenance is carried out on production lines with a shift program of at least: for TO-1 - 12--15, for TO-2 - 5--6 maintenance of technologically compatible vehicles (in the presence of diagnostic complexes, respectively, 12-16 and 7--8 ).
national combination of centralization of operational management with the independence and initiative of enterprises in solving specific problems;
centralization of logistics and the creation of an operational reserve of spare parts of materials, its distribution and delivery;
a clear organization of work and interaction of centralized departments with road transport enterprises, as well as with other organizations in the region:
At motor transport enterprises, technological principles for the formation of production units specialized in the performance of certain maintenance or repair work are mainly applied.
When determining the size of subdivisions, their controllability, uniform loading of executives and the possibility of effective application of progressive methods of organizing production, means of mechanization should be ensured.
rolling stock maintenance, control (diagnosis) of its technical condition:
current repair of units, components and parts removed from vehicles.
8. MANAGEMENT OF MAINTENANCE AND TECHNICAL PROCESSESEMONTA
maintenance and repair standards, taking into account the operating conditions and the adaptability of the rolling stock to them;
specialization, concentration and cooperation in the production of maintenance and repair, its preparation and logistics in the region (Region is understood as an administrative unit of the territory, which is the area of operation of the association of road transport);
centralization of production management, labor and material resources in the region;
unification and typification of technological processes and elements of the production and technical base on the basis of the applied forms of organizing the production of maintenance and repair;
instrumental methods for monitoring (diagnosing) the technical condition of rolling stock during maintenance and repair, as well as assessing the quality of work;
brigade form of organization of maintenance and repair with remuneration according to the final result;
cost accounting between the subdivisions that ensure the working condition of the rolling stock, on the one hand, and the operation service, on the other;
principles of moral and material interest and personal responsibility of specific executives for the quality of maintenance, repair (subject to established standards) and the technical condition of the rolling stock;
indicators that provide the ability to evaluate, analyze and plan the work of both a specific service as a whole and its subdivision, teams, performers;
analysis, evaluation and planning of indicators for ensuring the operable state of the rolling stock, taking into account the available resources and operating conditions of motor transport enterprises, based on a comparison of the actual values of indicators with standard (planned) indicators. At the same time, the share participation of divisions, brigades and specific performers in ensuring the working condition of vehicles is determined.
9. METHODS OF ORGANIZING MAINTENANCE AND TECHNICAL REPAIR OF AVTOMOBILE
During the maintenance and current repair of rolling stock, the following methods of organizing repair and maintenance production are most widely used at ATP: the method of integrated teams, the method of specialized teams, the unit-district method, the method of centralized production management. The method of complex teams.
With this method of organizing the ROP, a group of cars (usually a convoy) is assigned to each team of repair workers to perform maintenance work TO-1, TO-2 and TR, and the repair of units, components, mechanisms and instruments removed from the vehicle is carried out by a separate team (car repair shops. ARM).
An integrated team, headed by a mechanic or foreman, includes workers of all specialties.
Depending on the size of the ATP, the quantity is complex; Brigades can be different - from one to three or four.
All teams are managed by the head of production or the head of the garage. The integrated team performs all work on the vehicles assigned to it (except for the repair of units removed from the vehicle). In case of poor-quality performance of work and premature failure of the car, the same team performs repairs. The cost and downtime of vehicles largely depend on the quality of the team's work. Therefore, the results of the work of each team can be objectively assessed by the values of costs and vehicle downtime, that is, by the same indicators by which the results of the entire production are evaluated. With this form of labor organization, conditions are created for the introduction of effective moral and material incentives for improving these key indicators, which is of great importance for increasing the efficiency of labor and production.
If the brigade is responsible and interested in reducing the costs and downtime of "their" cars, the brigade team is interested in improving other performance indicators: improving the quality of maintenance and repair of cars, improving the use of working time and spare parts, etc. Complex brigades also present the necessary requirements for improving the quality and timely repair of components and assemblies, which is carried out by independent departments.
These positive sides This organization contributed to its widespread use in the ATP. At the same time, such an organization of work has its drawbacks. There are no performance indicators for individual workers and the necessary responsibility and interest of departments for the repair of components and assemblies removed from vehicles in reducing costs and vehicle downtime.
Complex brigades strive to have their own posts for maintenance and repair of “their” cars, their own equipment, their own fund of spare parts, assemblies and assemblies, etc. Each brigade strives to carry out maintenance and repair of the cars assigned to it at a time and date convenient for it, which is impossible with the in-line production method. At the same time, several relatively independent divisions are created in production, and therefore the management of production becomes more complicated. Such an organization of labor does not contribute to the use of high-performance equipment, mass production, specialized posts and the effective use of the enterprise's material base.
The development of the production and technical base and forms of organizing the production of maintenance and repair of rolling stock in the region is carried out in the direction of concentration, specialization and cooperation of production by creating associations of road transport on the basis of a group of motor transport enterprises. Associations may include specialized production and enterprises for centralized maintenance: repair of rolling stock, restoration of the working capital of units, assemblies and parts. The production and technical base of the association should be developed comprehensively for all its elements (buildings, structures, equipment) in accordance with the forms of organization of maintenance and repair adopted in the territorial association of motor vehicles.
The production structures of the technical service of the association of motor transport are selected depending on the economically justified levels of concentration and specialization of production. The composition of enterprises and specialized industries of the motor transport association is determined by a list of main and auxiliary works performed in the process of maintenance and repair, taking into account cooperative ties but performing these works (overhaul of vehicles, assemblies, assemblies, restoration of parts, production and repair of equipment, etc. . P.). Priority centralization is subject to:
work on the maintenance and repair of rolling stock, the program for which at each individual enterprise is small for the use of rational technological processes - means of mechanization and automation;
restoration of details;
The volume of repair work performed centrally can be up to 70-75% of the total labor intensity and include: replacement and repair of units and assemblies, painting, wallpaper and tire repairs; repair of accumulator batteries, electrical equipment and fuel equipment: metalwork-mechanical, armature-body, forge-spring and other works.
centralized subdivisions of production preparation, which carry out: control over the state of stocks in the territorial association of vehicles, as well as the acquisition, stockpiling and use of the operational reserve of new and repaired units, assemblies and parts; centralized delivery of spare parts to enterprises; collection, defecation and delivery of the repair fund to repair enterprises and centralized specialized industries;
* centralized technical assistance units on the line serving specific areas of the region;
* centralized divisions for the maintenance and repair of technological equipment, tooling and tools, the manufacture of non-standard equipment;
10. SYSTEMS OF ORGANIZATION AND MANAGEMENT OF TE PRODUCTIONXMAINTENANCE AND TECHNICAL REPAIR OF CARS
The operational management of the production of maintenance and repair in the association provides for:
* a rational combination of centralization of operational management with the independence and initiative of enterprises in solving specific problems;
* centralization of logistics and the creation of an operational reserve of spare parts and materials, its distribution and delivery;
* a clear organization of work and interaction of centralized departments with road transport enterprises, as well as with other organizations in the region;
* centralization of information support using computers of cluster computing centers with the subsequent creation of automated control systems.
At motor transport enterprises where maintenance and current repairs of 200 or more vehicles are carried out, subdivisions (sections, brigades, performers) that perform homogeneous technological actions for ease of management are combined into production complex sections (complexes) that produce:
rolling stock maintenance, control (diagnosis) of its technical condition;
work but current repairs directly on cars:
* current repair of units, components and parts removed from vehicles. At motor transport enterprises that meet these requirements, centralized production management is carried out, which, based on information about the work of departments, ensures their close interaction, more efficient use of working time, production space and equipment.
11. PLANNING ANDMAINTENANCE ACCOUNTAndVANIAAndTECHNICAL REPAIRCARS
The main task of organizing and planning production in each motor transport enterprise is the rational combination and use of all production resources in order to perform maximum transport work in the transportation of goods and better serve the population with passenger transportation.
The solution implements the functions of accounting and managing specific business processes of motor transport enterprises that arise in the provision of services for the transportation of goods and passengers, as well as services for the provision of special-purpose mechanisms (drilling rigs, snow removal devices, etc.). The system can also be used for vehicle departments within large enterprises.
The proper technical condition of the vehicle is ensured by the timeliness and quality of its technical inspection, repair and directly depends on the qualifications of the service personnel of technical car service centers, service stations, repair departments of motor transport enterprises and numerous individual entrepreneurs, whose “workshops” are located in almost every garage cooperative.
Of course, large technical centers have the latest, modern equipment, all maintenance and repair of cars is carried out by highly qualified specialists, which is an indispensable condition for achieving the final result. The personnel (consultants, managers, other specialists) of such firms interested in high-quality customer service regularly undergo training in manufacturing companies that have entrusted them with the right to represent their interests at Russian market. But you need to make a reservation that not every owner of a vehicle can afford such a car service at a cost.
Certification of personnel of technical service enterprises is intended to become, as noted at the Second International Scientific and Technical Conference "Problems of Development of Technical Service of Motor Vehicles", held on September 1, 2006 at the International Exhibition Center "Crocus-Expo", an effective preventive and supervisory measure on the part of society , which allows to determine the level of professional requirements for certain categories of workers in the motor transport industry, to control the compliance of this personnel with this predetermined level of professional excellence and, as a result, to ensure the proper quality of work and services performed.
Automation of the following subdivisions of the motor transport enterprise is provided: Dispatch service:
accounting and processing of customer applications for vehicles with the subsequent formation of daily plans based on them;
formation of a daily order of the fleet (daily plans) and preparation of waybills;
processing of waybills, performed in order to calculate gross income (the cost of work performed by a vehicle), as well as to determine the parameters for calculating the salary of drivers (crew members of vehicles) and calculating the consumption rate of fuels and lubricants;
assigning vehicles to clients;
registration of crews and their attachment to vehicles registered in the System;
accounting for the passage of medical examinations by crew members with automatic tracking of their validity periods and results (permission to perform work);
accounting of time worked and work performed by crew members with subsequent calculation of wages and gross income: for the main job, for zero mileage, by overmileage (excluding undermileage), by overmileage (including undermileage), reversed;
* Accounting for fuels and lubricants according to refueling lists and waybills. Production and technical service:
accounting of the fleet of vehicles, mechanisms and units. Registration of registration cards of vehicles and special equipment with the preservation of the history of their changes throughout the entire service life of accounting objects;
accounting for the complete set of vehicles with additional units and equipment;
collection of actual data on the operation of vehicles, i.e. accounting of mileage and engine hours of work according to waybills.
12. ORGANIZATION OF PREPARATION OF PRODUCTION
All pre-production work, including picking, washing, flaw detection, transportation, storage of repair stock and repaired parts, storage, issuance and repair of tools are carried out centrally. For this, a specialized subdivision of preparation of production (site or complex) is organized.
The basis for organizing the maintenance of rolling stock in operation is the use of:
* standards for maintenance and repair, taking into account the operating conditions and the adaptability of the rolling stock to them;
* specialization, concentration and cooperation in the production of maintenance and repair, its preparation and logistics in the region (Region is understood as an administrative unit of the territory, which is the area of operation of the association of road transport);
* centralization of production management, labor and material resources in the region;
* unification and typification of technological processes and elements of the production and technical base based on the applied forms of organizing the production of maintenance and repair,
* instrumental methods for monitoring (diagnosing) the technical condition of rolling stock during maintenance and repair, as well as assessing the quality of work;
* brigade form of organization of maintenance and repair with remuneration according to the final result;
* cost accounting between the divisions that ensure the operational condition of the rolling stock, on the one hand, and the operation service, on the other:
* the principles of moral and material interest and personal responsibility of specific executives for the quality of maintenance, repair (subject to established standards) and the technical condition of the rolling stock;
* indicators that provide the ability to evaluate, analyze and plan the work of both a specific service as a whole and its unit, teams, performers;
production and technical accounting, which ensures the receipt of reliable information necessary to manage the processes of ensuring the operable condition of the rolling stock;
analysis, evaluation and planning of indicators for ensuring the operable state of the rolling stock, taking into account the available resources and operating conditions of motor transport enterprises, based on a comparison of the actual values of indicators with standard (planned) indicators. At the same time, the share participation of divisions, brigades and specific executives in ensuring the working condition of vehicles is determined.
13. SC MANAGEMENTMAINTENANCE HONORAndTECHPEMONTBUTCARS
The existing maintenance and repair system was formed mainly in the 1950s and 1960s and was for that time a progressive form of maintaining the rolling stock in working order. The formation of the structure of the maintenance and repair system was determined by the established level of reliability and quality of car manufacturing, the operating conditions of the rolling stock, the goals set for road transport and its subsystem - technical operation, available resources and organizational and technical limitations. Over the past 40 years, there have been significant changes in the manufacturing technology and design of cars, the level of reliability and quality of cars has increased due to the use of modern technical solutions and new materials, the use of electronics, and a general increase in the technical level of production. Conditions have changed commercial exploitation rolling stock, conditions and methods of organizing cargo transportation.
The existing maintenance and repair system was formed on the basis of a simplified model of the functioning of the transport infrastructure: the car mainly works with reference to its own enterprise in the following mode: departure in the morning to the line, work on the line, return after the flight, as a rule, on the same day to the ATP. MOT was planned based on the average daily mileage. At the same time, the entire repair base was concentrated within the framework of a specific ATP and all types of technical impacts were carried out by him. At the same time, the development of the country's economy as a whole led to the gradual development of intercity, interdistrict, interregional and even international transportation of goods and passengers. The gradual development of new types of transportation led to an increase in the time spent by the rolling stock away from the main production base, and, as a result, the role of preventive maintenance of cars increased.
Taking into account the known conditions and limitations of new progressive types of transportation, the task of the need for guaranteed performance of transport work by the rolling stock becomes urgent. This is all the more relevant in the development of new economic relations, when it is possible to divide enterprises according to their functional tasks into transportation (customer service) and technical (maintenance and repair of rolling stock) and setting as the main task for the first enterprises the task of guaranteed transportation, and for the second - ensuring constant technical readiness of the rolling stock.
There are problems in the organizational, technical and material aspects of the existing maintenance and repair system. Lack of repair workers, shortage of spare parts and materials leads to the fact that at enterprises maintenance work is often not carried out in full, a formal control technical inspection is carried out before the release of the car on the line, insufficient attention is paid to the EO work, which increases the likelihood of failures on the line . In addition, the current procedure for conducting numbered maintenance does not take into account the changed nature of the transportation process, the operation of the car on the line. On intercity and especially international routes, the likelihood of a car failure increases, since most domestic cars the time between failures and malfunctions is less than the scheduled frequency of TO-1. In the existing system of maintenance and repair, the inflexibility in terms of ensuring the trouble-free operation of the car on the line is manifested in the rigidity and uniformity of the approach to cars of different ages: the list of operations and the frequency of maintenance are identical both for a new car and for a car before its overhaul and decommissioning. In this regard, the Ministry of Road Transport of the RSFSR decided to carry out in 1989, on a competitive basis, research work to create a new concept for building a system for ensuring the operability of the rolling stock of road transport.
14. MAINTENANCE PLANNINGXTHOSEXHAndCAR REPAIR
identification of employees personally responsible for poor quality maintenance and repair of rolling stock;
the possibility of manual and mechanized processing of information based on the use of unified accounting forms.
Based on accounting data, planning of maintenance and repair work, operational management of production are carried out in order to efficiently use labor, equipment and production facilities and reduce downtime of rolling stock.
The methodology for the accelerated calculation of the annual production program is based on the priority calculation of the coefficients of technical readiness ( sg) and use of the fleet (a") and the annual mileage of the entire fleet (group of homogeneous vehicles).
This technique is used on operating ATP. and the calculation is made on the basis of planned a t, a" and annual runs.
The methodology for the refined calculation of the annual production program of the ROP is used at operating ATPs to analyze the effectiveness of the implementation of organizational and technical measures and evaluate the operation of production complexes TOD, PG, TR.
15. CAPACITY OF THE PRODUCTION BASE
The development of the production and technical base and forms of organizing the production of maintenance and repair of rolling stock in the region is carried out in the direction of concentration, specialization and cooperation of production by creating specialized production and enterprises on the basis of a group of motor vehicles for centralized maintenance and repair of rolling stock, restoring the working capital of units , knots and details.
The production and technical base of the association should be developed comprehensively for all its elements (buildings, structures, equipment) in accordance with the forms of organization of maintenance and repair adopted in the territorial association of motor vehicles.
The composition of enterprises and specialized industries of the motor transport association is determined by the list of main and auxiliary works performed in the process of maintenance and repair, taking into account cooperative ties in the performance of these works (overhaul of vehicles, assemblies, assemblies, restoration of parts, production and repair of equipment, etc. .).
Priority centralization is subject to:
work on the maintenance and repair of rolling stock, the program for which at each individual enterprise is small for the use of rational technological processes, mechanization and automation means;
the most labor-intensive, complex or frequently repetitive maintenance and repair work, requiring specialized equipment, attracting highly qualified workers, the centralization of which will increase labor productivity and reduce the cost of these works:
restoration of details;
maintenance and repair of technological equipment;
exchange fund of aggregates, components and parts, as well as its delivery to motor transport and auto repair enterprises;
work to provide technical assistance to rolling stock on the line.
With the centralization of work, the centralization of the workforce and the working capital of units, assemblies and spare parts is carried out.
The volume of repair work performed centrally can be up to 70-75% of the total labor intensity and include: replacement and repair of units and assemblies, painting, wallpaper and tire repairs; repair of batteries, electrical equipment and fuel equipment; locksmith-mechanical, armature-bodywork, forging-spring and other works.
The transition to regional cooperative systems of motor transport associations is carried out on the basis of:
concentration of homogeneous maintenance and repair works of rolling stock;
centralization of management in the association of motor transport by the processes of ensuring the operability of the rolling stock.
The production structure of the cooperative system for combining road transport includes:
enterprises and subdivisions of the enterprise of the association, centrally performing maintenance and repair of rolling stock, restoration of parts and working capital of units, assemblies;
centralized subdivisions of preparation of production, which carry out: control over the state of stocks in the territorial association of vehicles, as well as the acquisition, storage and use of the operational reserve of new repaired units, assemblies and parts; centralized delivery of spare parts to enterprises; collection, defect detection and delivery of the repair stock to repair enterprises and centralized specialized production facilities;
centralized technical assistance units on the line serving specific areas of the region;
centralized divisions for the maintenance and repair of technological equipment, tooling and tools, the manufacture of non-standard equipment;
* centralized management units that control and regulate the production of maintenance and repair on the scale of the entire territorial association of road transport.
Each ATP has a certain production capacity. It is understood as the maximum quantity of products of a certain nomenclature that can be produced by a production unit (enterprise, workshop, site) per year with a given volume and structure of fixed assets, perfect technology and organization of production, and appropriate qualifications of personnel.
The production capacity of the ATP depends on the number of rolling stock and its carrying capacity.
The production capacity of rolling stock technical and repair zones, workshops and sections of the ATP is determined by the maximum throughput of the leading production links, maintenance lines, repair posts, etc.
The ROP production program is the amount of work on the maintenance and repair of vehicles that are carried out by the ATP for a certain period of time (day, year).
Production capacity of ROP ATP - the maximum possible amount of work on the maintenance and repair of vehicles in the established range and quality ratios at a certain level of specialization, performed by ATP with the greatest use of technological equipment and areas according to progressive standards of labor productivity, taking into account the achievements of advanced technology, labor organization , ensuring high quality of work.
Utilization of the production capacity of the ROP (capacity utilization factor of the ROP) can be estimated by the ratio of the production program to the production capacity of the ROP of the ATP.
ATP perform various works on the technical preparation of various arched rolling stock. In this regard, ROP ATP products are characterized by diversity and a wide range. To calculate the production program, conditionally natural indicators are used (repairs, the number of impacts by type, the number of vehicles serviced, etc.), labor (in man-hours) and monetary indicators of the work performed.
Three analytical methods are used to calculate the annual production program of the ROP: calculation according to the cyclic method, the accelerated calculation method; refined calculation method. With any of these methods, calculations are carried out for each model or group of vehicles (technologically compatible and homogeneous according to the standards used for them).
The cyclic method is used in the practice of designing ATP. In this case, the cycle is understood as a mileage or a period of time from the start of operation of a new or overhauled car to its overhaul. The cyclic method for calculating the ROP production program provides for the selection and adjustment of the frequency of maintenance and mileage to the KR for rolling stock, the calculation of the number of maintenance and KR per vehicle (road train) per cycle, the calculation of the transition coefficient from cycle to year and, on its basis, the recalculation of the obtained values of the number of maintenance and KR per cycle for one car and the entire fleet per year.
With a fleet of different types, the calculation of the program is carried out by groups of one-brand rolling stock. Considering that maintenance of road trains is usually carried out without the price of a tractor and trailer, the calculation of the road train program is carried out as for a whole unit of rolling stock, similarly to the calculation for single vehicles.
16. MODE AND DAILY SCHEDULE OF WORK IN THE PRODUCTIONHNYHSUBDIVISIONS
During daily maintenance, control and inspection work is carried out on units, systems and mechanisms that ensure traffic safety: action brake systems; brake fluid level in the master cylinder reservoir; tire condition. air pressure in tires; condition of steering, lighting, signaling; electrolyte level in batteries.
Almost daily or every 400-500 km of the car, it is necessary to check the oil level in the engine crankcase, as well as the coolant level in the expansion tank.
In addition, work is carried out to ensure the proper appearance of the car: washing, cleaning, polishing. Control and inspection work (refueling the car with fuel, oil, coolant) must be carried out before each departure, and cleaning, washing and refueling - as necessary.
When servicing a car, special attention is paid to malfunctions that can affect traffic safety. At the same time, the identified malfunctions and the weakening of the fastening of parts, assemblies, assemblies and systems must be eliminated.
During daily maintenance (EO), performed, as a rule, on mechanized flow lilies, the inspection of the technical condition of the rolling stock is carried out; checking the oil and coolant levels, the air pressure in the tires (bringing them up to normal); cleaning of the cabin and platform (body), washing and drying (wiping). Rolling stock is washed as needed, depending on climatic and seasonal conditions in order to ensure sanitary requirements and proper appearance. Washing operations followed by drying are obligatory before placing vehicles for maintenance or repair. The bodies of specialized vehicles for the transport of food products are subjected to sanitization at SW posts, and the bodies of vehicles carrying chemical fertilizers, pesticides and radioactive substances are decontaminated in accordance with the requirements and instructions that determine the procedure for transporting such goods. After daily maintenance, the rolling stock, in accordance with the plan, is sent to the parking areas, TO for repair or waiting for maintenance and repair. After checking the tightness of gas equipment and washing, gas-balloon cars can be sent to an isolated room to perform maintenance or current repairs of the gas supply system. If necessary, the gas must be removed from the cylinders.
17. MANUFACTURING SERVICE PROGRAMBUTNIAAND TECHNICAL REPAIR OF ROLLING STOCK
Depending on the actual frequency and labor intensity, a part of the maintenance operation can be regulated (preventive maintenance). Such operations can be performed separately from maintenance and together with it (concomitant current repairs). Together with maintenance, technologically related, often repetitive operations of concomitant current repairs of low labor intensity are performed (with TO-1 up to 5-7 man-min, with TO-2 up to 20--30 man-min).
In order to ensure the high quality of preventive maintenance in the prescribed volume, uniform loading of performers and increase labor productivity, the amount of related repair work carried out during maintenance is limited. The total labor intensity of the associated maintenance operations should not exceed 20% of the labor intensity of the corresponding type of maintenance.
In order to comply with the maintenance intervals established by the standards, TO-1 planning is carried out mainly taking into account the actual mileage, and the decision to send for maintenance is made two to three days (shifts) before the expected maintenance date.
The scheduling of TO-1 is permissible under constant working conditions, a slight change in shift mileage and the obligatory consideration of possible all-day downtime.
TO-2 planning is carried out according to the actual mileage or on a calendar basis, with the obligatory consideration in the latter case of all-day downtime. The decision to send to TO-2 is made four to six days before the expected date of service. During this time, in-depth diagnostics are carried out, current repairs are carried out, if necessary, and the date of putting the rolling stock on TO-2 is specified.
18. LABOR FOR TECHOSERVICE AND TECHEMONTCARS
Labor and material costs for maintaining the rolling stock in a technically sound condition are significant and several times higher than the costs of its manufacture.
So for the standard service life of medium-duty trucks, the structure of labor costs as a percentage of total costs is:
overhaul of the car and units - 7%;
car manufacturing - 2%.
Such high costs for maintenance and repair are associated with the backlog of the production and technical base of road transport in terms of growth rates from the rolling stock fleet.
At the enterprises of road transport, production and technical accounting is carried out, which provides:
timely receipt of information about the working conditions, mileage and technical condition of each unit of the rolling stock (suitable for production on the line, requires maintenance or repair, is under maintenance or repair, etc.) and the fleet as a whole, necessary to improve the efficiency of the use of rolling stock composition;
registration of maintenance and repair work for each unit of rolling stock, performed for the entire service life, the number of used units, assemblies, parts and materials;
conducting a current analysis of the results of activities of divisions of road transport enterprises;
* identification of employees personally responsible for poor quality maintenance and repair of rolling stock;
* the possibility of manual and mechanized processing of information based on the use of uniform forms of accounting.
Based on accounting data, planning of maintenance and repair work) 1, operational management of production is carried out in order to effectively use labor, equipment and production facilities and reduce downtime of rolling stock.
With the brigade form of organization and remuneration, the collective and personal material interest of the members of the brigade in fulfilling contractual obligations should be ensured by increasing labor productivity, efficient use of vehicles, and improving the quality of transport services for enterprises and organizations in various sectors of the national economy.
Forms and systems of remuneration in the brigade are established by the administration in agreement with the trade union committee. The remuneration of workers of the production team is carried out in accordance with the current tariff rates (salaries), labor standards, piece rates and provisions on remuneration and bonuses.
In order to strengthen the material interest of the members of the brigade in the overall results of the work, their wages should be calculated on the basis of a single order according to the final (collective) results of the work of the brigade. The end result of the brigade's work is the completed volume of transportation under contractual obligations in a timely manner.
Piecework wages are used in combination with bonuses for the fulfillment and overfulfillment of the quantitative and qualitative indicators of the production plan (task) established by the brigade.
With time wages, bonuses are paid for the high-quality and timely completion of standardized tasks (service standards, headcount standards).
The collective earnings of the team of drivers are distributed among them in accordance with the established tariff rates and hours worked. In order to more fully take into account the real contribution of each worker to the overall results, the entire collective earnings can be distributed among the members of the team using the labor participation rate (KTU). The main indicators that determine the value of KTU are individual labor productivity (output) and the quality of work performed by each member of the team.
Among the indicators that affect the increase in KTU are:
a decrease in the greatest measure of high labor productivity in comparison with other members of the brigade;
Efficient use of rolling stock;
manifestation of initiative in the elimination of excessive downtime of cars;
compliance with the schedules for the export (import) of goods;
economical use of fuel and lubricants.
KTU is reduced in cases of non-fulfillment of tasks and orders of the foreman; violations of safety regulations, rules for the operation of rolling stock; irrational use of fuel, lubricants and other materials; non-compliance with labor and road transport discipline.
The procedure for applying KTU (indicators that determine the coefficient; part of the salary distributed with its help; minimum and maximum dimensions KTU; the frequency of its determination, etc.) establishes the leadership of the ATP in agreement with the trade union committee with the participation of councils of foremen (councils of teams).
When distributing with the help of the KTU to the brigade the total amount of the bonus from the payroll, the amount of payments to individual members of the brigade who have been increased by the KTU may exceed the total bonus limit provided for by the current regulations (without increasing the amount of bonuses as a whole for the brigade).
With piecework wages, the wages of the brigade, paid for the results of the work of the team of the brigade and distributed with the help of KTU, include payment for overfulfillment of production standards (piecework earnings) and a bonus for the fulfillment and overfulfillment of the quantitative and qualitative indicators of work established by the brigade, or only a bonus.
The brigade may decide to distribute with the help of KTU all its piecework earnings and bonuses. In this case, the minimum wage of any member of the brigade cannot be lower than the tariff rate established for him for the hours worked, except for cases provided for by labor legislation (downtime of the rolling stock due to the fault of the driver, poor-quality transportation, etc.).
With time wages within the limits of the standards and funds established by the brigade, with the help of KTU, for each member of the brigade, the amounts of bonuses, additional payments and allowances to tariff rates for combining professions, performing the established amount of work by a smaller number of workers and for performing the duties of temporarily absent workers are determined.
If in the production brigade, as a result of combining professions, savings are formed according to the wage fund) and it is not fully used in the form of additional payments to an individual member of the brigade, then this savings can be distributed in the brigade in accordance with the established procedure for distributing collective earnings.
Workers newly entering the brigade must be familiar with the conditions in force in it for determining the amount of earnings of members of the brigade.
When masters and other specialists are included in the enlarged production team, the organization of labor and management is restructured in such a way as to ensure a combination of administrative and technical management with public administration. The leadership of such a team is assigned, as a rule, to specialists (masters). Remuneration of workers in brigades is made according to a single order for the final result.
The collective piecework earnings of the brigade, subject to distribution, consist of payment at tariff rates (official salaries), piecework earnings for exceeding production standards and bonuses for the final results of the work of the brigade.
Bonuses for craftsmen and other specialists included in the brigade, as well as workers, are made according to the results of the work of this brigade: for the fulfillment of indicators and conditions established by the administration in agreement with the trade union committee. The main indicators of bonuses for teams of teams are: fulfillment of the transportation plan and contractual obligations for the clientele, improvement of the quality of service. At the same time, bonuses to workers, craftsmen and other specialists are paid from the wage fund, as well as from the material incentive fund.
Brigade workers can also be rewarded for the collective results of work on saving specific types of material resources from sources provided for by special bonus systems.
The piecework earnings of the brigade and bonuses are distributed among the members of the brigade in accordance with the tariff categories assigned to the workers and the official salaries established by the foremen and specialists, taking into account the actual hours worked and using the KTU.
The size of the KTU for masters and other specialists is established by the decision of the team (council) of the team, taking into account the features of the functions performed by these workers (providing conditions for the productive and high-quality work of the team, unconditional compliance with safety rules, preventing violations of technological and labor discipline, etc.) Established by the team ( council) of the brigade, the size of the KTU can be lowered by the administration in agreement with the trade union committee for the discovered omissions in the work.
When distributing the total amount of the bonus fund in the brigade using the KTU, the amount of bonuses to individual workers and specialists who have increased the KTU may exceed the maximum amount provided for by the current regulations (without increasing the total amount of bonuses for the brigade as a whole). At the same time, the payment of bonuses to the masters and specialists included in the brigade is made in the same terms as to the workers.
In enlarged production teams with time wages, which include specialists, standardized tasks (service standards, headcount standards) should be applied. The remuneration of these workers is made according to the official salaries established by them with bonuses for the final results of the work of the brigade and the distribution of bonuses with the help of KTU. Given that in the operational activities of road traffic accidents, employees are directly involved in the transportation process, they can also be included in the enlarged production teams. Their work in this case is paid in the same manner as the work of craftsmen or other specialists included in the brigades.
In teams headed by a foreman, bonuses to members of the brigade from the foreman's fund are made in agreement with the trade union organization and the team (council) of the brigade.
Links established additional payments for leading a link with more than 5 people. in the amount of 50% of the corresponding surcharge to the foreman. In cases where a team is headed by a specialist (foreman or head of the section), he is not provided with an additional payment for leading the team, and the link for leading the link is paid extra in the amount of up to 30 rubles. per month. Surcharges for the management of a team and a link are paid only when the teams (links) fulfill the established production targets and high quality of work. When large structural subdivisions (sections, columns) are transferred to a contract, a special additional payment to their leaders for managing a team is not provided.
LITERATURE
B.S. Kleiner "Inspection and repair of vehicles, organization, management."
Guiding document RD 37.009.026-92 "Regulations on the maintenance and repair of vehicles owned by citizens (cars and trucks, buses, minitractors)" (approved by order of the Ministry of Industry of the Russian Federation of November 1, 1992 N43).
3. Operation of vehicles and labor protection in transport." Yu.T. Chumachenko.