Vehicle maintenance

Send your good work in the knowledge base is simple. Use the form below

Students, graduate students, young scientists who use the knowledge base in their studies and work will be very grateful to you.

Hosted at http://www.allbest.ru/

Lectures

Maintenance Vehicle
Lugansk 2004
Lecture number 1. Introduction
The prospective development of enterprises and organizations of all forms of ownership, peasant and farm enterprises and entrepreneurial enterprises, as well as the population of the country are inextricably linked with the transport complex.
The obtained scientific and technical discoveries led to fundamental changes in the structure of the economy, included new models of machines, equipment, new materials and technologies in the sphere of production and marketing; changed the organization of production, marketing systems; led to accelerated obsolescence of machines and equipment, reduced the time for their replacement. There is a massive entry into the market of fundamentally new types of vehicles and equipment, the fleet of which has already reached millions. High efficiency and serviceability of the fleet of vehicles can be achieved by timely and high-quality performance of work on their diagnosis, maintenance and repair.
Under these conditions, the role and importance of vehicle maintenance has increased, which has become an important area of the service sector. The service that the manufacturing company provides to the client today includes, in addition to maintenance (TO), other types of services. The main task of maintenance is to ensure the constant readiness of vehicles (TC) for operation and the high efficiency of their use.
The work of the manufacturer on maintenance begins already before the conclusion of the sales contract - at the stage of designing and manufacturing the vehicle, as well as during the period of preparing them for sale, which is called pre-sale technical service. Thus, in the most general form, maintenance is a set of technical services related to the sale and use of vehicles and ensuring their constant readiness for highly efficient operation.
From the essence of TO follow two of its important functions: ensuring the optimal and economic use of the purchased vehicles by the buyer, as well as promoting the expansion of their sale.
There is a two-way relationship between the demand for vehicles and the demand for maintenance. The demand for technical services is a derivative of the demand for vehicles. And at the same time, providing service for purchased vehicles expands the demand for them. Efficient technical service enables the buyer to use the vehicle more efficiently and helps increase sales.
In a highly competitive environment, a prerequisite for the successful operation of a manufacturing company is the creation of an extensive and well-organized maintenance network: consulting points, service stations (SRT), spare parts, training centers, etc. The TO network must be created by the start of the production firm's work in the relevant market (external or internal).
In conditions modern production important economic indicators of the operation of a transport enterprise largely depend on the level of maintenance of the vehicles that are in operation, since a buyer who is unwilling or unable to provide maintenance on his own will practically not buy a vehicle until he is sure that he will receive the necessary service.
In a broad sense, the service of the producer company includes most of all operations associated with the modern marketing system, where TO is part of the entire system of production and distribution of the producer company. Moreover, since the buyer expects to get the maximum effect from the use of the purchased vehicle, maintenance is an important part of the entire marketing program.
The modern development of scientific and technological progress has led to the creation of more complex and improved vehicles, which require improved maintenance and technical assistance to the buyer of these products. Mass mechanization and automation of production processes, an ever-increasing fleet of vehicles require the development and continuous improvement of the maintenance system and the efficient operation of all its subsections.

Today, the TO system is a decisive factor in ensuring the high efficiency of the economy, the use of the state's production potential and the rapid increase in output. Even minor shortcomings in the TO network can cause large losses for a particular region and the entire national economy as a whole.

TO TS is characterized by a significant variety of its organizational forms and methods. But this diversity is based on a number of general principles that have developed in the long-term practice of the work of manufacturing firms. The most important of these principles are:

As a rule, the manufacturer is responsible for the organization of maintenance of the vehicle throughout the entire period of their operation and use.

TO is an important tool in the competition of monopolies for markets and spheres of influence.

The manufacturing company provides maintenance of the vehicle throughout the entire period of their operation (to full depreciation). HARDWARE work 5-10 and more years. Throughout this time, the manufacturer provides them with maintenance.

The maintenance system of the vehicle of the manufacturer company includes a range of services: supply of spare parts, provision of technical documentation, repair work, training of specialists, study of the efficiency of the vehicle, substantiation of their advantages and disadvantages, modernization of the vehicles being serviced.

After-sales maintenance of the vehicle is functionally autonomous and organizationally separated from the sales system.

The producer firm organizes maintenance of the vehicle, regardless of its scale and geographical location.

Pre-sale service includes studying the demand for this vehicle, participation of personnel in research and development robots, preparing the vehicle for sale, providing it with a presentation after transportation to its destination, installation and adjustment work, showing the vehicle in action, facilitating the sale of the vehicle.

After-sales service is divided into warranty and post-warranty maintenance of the vehicle. The fundamental difference between them is that during the period of warranty maintenance, all technical assistance in accordance with the instructional materials, under the conditions of following the operating instructions for the vehicle, is carried out by the manufacturer, as a rule, at its own expense, and after the end of the warranty period - at the expense of buyer.

The warranty period is the most important and responsible period in the entire vehicle maintenance system. During this period, the foundation is laid correct operation TS by the buyer's personnel in order to ensure that throughout the entire period of operation of the TS it works reliably, without failures. During the warranty period, the manufacturer provides maintenance of the vehicle in full, starting from unloading at the destination, consultations from the operation of the vehicle.

During the post-warranty period, the manufacturer, on the basis of an agreement with the buyer, conducts scheduled preventive maintenance, performs routine repairs, provides the buyer with spare parts, provides advice from the operation of the vehicle, upgrades the vehicle if necessary, and teaches personnel the rules of maintenance of the vehicle.

Taking into account the above factors, modern TO of the TS is characterized by such forms of organization, according to which it is carried out:

Directly by the manufacturer;

Producer through its affiliates;

By a producer firm through a consortium of firms-suppliers of individual vehicle components;

Producer firm through independent specialized firms on a contractual basis;

Through agents and other intermediaries and concessionaires;

By the firm-buyer of the vehicle with the active assistance and with the help of the producer firm.

In addition to the above basic forms of organization of TO, in practice there are others that are modifications of these forms or combinations of their individual elements. For example, TO can be performed by distributing functions between the manufacturer and the buyer of the vehicle, or the producer and an independent specialized firm, etc. But even in these cases, the producer company bears full responsibility for maintenance, helps intermediary firms or specialized enterprises if they themselves cannot fully provide maintenance of the vehicle.

As a result, it should be noted that the discipline "Maintenance of vehicles" refers to the cycle of fundamental and professionally oriented disciplines in the direction 0902 "Engineering Mechanics".

The subject of the discipline is the basic principles and methods of planning, organization and maintenance of vehicles and the use of these principles in practice.

The purpose of the discipline is to prepare specialists for the independent fulfillment of professional tasks in their positions in the field of vehicle maintenance, the maximum maintenance of their technical readiness and durability with the provision required level efficiency, economy and traffic safety at minimal material and labor costs.

The objectives of the discipline are the formation of students' knowledge, skills and abilities necessary to solve the production problems of TO TS.

As a result of studying the discipline, the student should know:

Patterns of changes in the technical condition of the vehicle, the basics of technology and the organization of maintenance and operational repair of the vehicle, the features of the influence of various factors on their performance, the procedure for organizing work to restore performance, the main types of technological and diagnostic equipment, the basics technical diagnostics, organization and management of the preventive maintenance system and maintenance of rolling stock.

Should be able to:

Propose, calculate and implement technical ideas aimed at ensuring the operational state of the rolling stock.

Have an idea:

On the prospects for the development of vehicle designs aimed at reducing the labor intensity of maintenance with the prospects for developing the theory of interaction between the vehicle and the environment, reducing its harmful effect on the human environment.

The objects of the professional activity of an engineer in the direction 0902 "Engineering mechanics" are enterprises and organizations of the transport complex of different forms of ownership, service and repair enterprises, branded and dealer centers transport and repair plants, marketing and forwarding services, logistics system, wholesale and retail transport equipment, spare parts, components and materials necessary for operation.

Lecture number 2. Fundamentals of Machine Reliability

2.1 Machine quality and reliability

The result of production activity is the creation of material values intended to meet certain needs. The created material values are called products, which can be articles or products.

Products - products of an industrial enterprise, calculated in pieces or copies. Products include machines, devices, their parts and assembly units.

Products - products calculated in kilograms, liters, meters, etc. Products include metals, petroleum products, paints, etc. According to the method of use, products can be consumed and operated.

The quality of products is one of the most important indicators of the enterprise.

Product quality is a set of properties that determine its suitability to satisfy certain needs in accordance with the purpose; product property -- an objective feature of the product, which manifests itself during its creation and use. From this formulation it follows that not all properties of the product are of equal importance and are included in the concept of "quality". For example, the quality of a car will be determined by tractive effort, specific fuel consumption, operating time up to overhaul and etc.

Product quality indicators -- a quantitative characteristic of product properties, considered in relation to certain conditions of its creation or operation. In other words, quality is made up of properties. Each property is characterized by one or more parameters that can take on various quantitative values during operation, called indicators.

So, one of the parameters of the fuel efficiency of a car (property) is the control fuel consumption, the quantitative value of which for a particular model (indicator) is 7 l / 100 km.

Usually, the technical and operational properties (TPP) of vehicles are considered, the main of which are: weight and dimensions, carrying capacity, capacity, maneuverability, safety, environmental friendliness, fuel efficiency, dynamism (traction and speed), performance, efficiency, reliability, price, etc. .

At the same time, the consumer is primarily interested in two main indicators of TPP: the initial value of the quality indicator and stability during operation, i.e. change in properties depending on the operating time since the beginning of operation.

Stable thermal power plants practically do not change during the entire service life of the product (dimensional and weight indicators, load capacity, capacity, etc.)

Unstable thermal power plants deteriorate during operation and as the vehicle or unit ages (productivity, costs for ensuring operability, intensity of vehicle use, etc.)

The quality of a vehicle is a set of properties that determine its ability to perform its functions in accordance with the requirements. All indicators of car quality are divided into several groups: indicators of purpose, manufacturability, ergonomic, unification and standardization, economic, environmental, aesthetic and patent law.

The relationship between the quality indicators of machines is shown in fig. 1.1.

2.2 Machine quality indicators

To a large extent, the stability of the thermal power plants of cars is determined by their reliability.

The reliability of the vehicle is one of the most important indicators of quality. Reliability is a product property that ensures the performance of specified functions while maintaining operational performance for the required period of time or the required operating time.

Operating time - the duration of the product, measured in units of mileage (kilometers), time (hours), the number of cycles. There are operating time from the beginning of the operation of the product, operating time to a certain state (for example, limiting), interval operating time, to the first failure, between failures, etc.

Failure - a violation of the operability of the vehicle (parts, assembly, etc.). Damage is a malfunction.

In accordance with the theory of reliability, a vehicle can be in a state of operability or inoperability, serviceability or malfunction.

Operability - the state of the vehicle or assembly units, in which the values of all parameters characterizing the ability to perform the specified functions correspond to the regulatory and technical (standards, specifications, etc.) and (or) design documentation (engine power, traction force on the hook , fuel consumption, etc.).

Inoperability - the state of the vehicle, in which the value of at least one specified parameter characterizing the ability to perform specified functions does not meet the requirements of regulatory and technical and (or) design documentation.

Serviceability - the state of the vehicle, in which it meets all the requirements established by the regulatory and technical and (or) design documentation.

A fault is a state of the machine in which it does not meet at least one of these requirements.

The concept of "serviceability" is broader than "operability". A working machine, in contrast to a serviceable one, satisfies only those requirements of normative and technical documentation that ensure its normal functioning when performing the specified functions.

However, the machine may not meet, for example, requirements relating to appearance (defects in the cabin, lining, etc.). Therefore, a working machine may be faulty, but its damage does not prevent normal operation.

The reliability of the vehicle is a complex property, which is characterized by reliability, maintainability, durability and persistence. Each of these reliability properties is evaluated by a number of technical and economic indicators, the physical nature and quantity of which depend on the vehicle design, manufacturing technology and operating conditions, the quality of maintenance and repair.

To assess the reliability of a vehicle or an assembly unit, single and complex reliability indicators are used.

2.3 Malfunctions and machine failures

The deterioration of the technical condition of machines during operation is a consequence of the occurrence of malfunctions and failures. The moment of failure is always random. By the nature of the process, failures are divided into gradual and sudden.

Gradual failure is characterized by a gradual change in the values of one or more parameters of the technical condition of the machine. The cause may be wear and corrosion of parts, accumulation of fatigue damage, etc. The probability of a gradual failure increases with the increase in the operating hours of the machine.

A sudden failure is characterized by an abrupt change in one or more machine state parameters. It is usually caused by an unexpected change in external conditions (overload, foreign objects getting into the working parts of the machine, collisions, etc.). A sudden failure can occur with the same probability, regardless of the operating time of the machine.

The state parameter is a physical quantity that characterizes the operability or serviceability of the vehicle and changes during operation.

It is important to establish the type and causes of failures, which can be divided into the following groups: design failures, production and operational failures.

The most common type of failure of parts and their connections (interfaces) is the wear of working surfaces.

Wear is the process of destruction and removal of material from the surface of a solid body and (or) accumulation of residual deformation during friction, which manifests itself in a gradual change in the size and (or) shape of the body.

Wear is the result of wear, which manifests itself in the form of a change in the dimensions and properties of the material of the part.

The main characteristics of the wear process are its speed and intensity, as well as the wear resistance of the material.

The wear rate is the ratio of the wear value to the time interval during which it occurred.

Wear intensity is the ratio of the wear value to the conditional path along which the wear occurred, or the amount of work performed.

Wear resistance - the property of materials to resist wear under certain friction conditions, estimated by the value, the reciprocal of the wear rate or its intensity.

The wear of parts has a decisive influence on the durability and operational reliability of machines. The process of wear of parts of movable interfaces during the period of operation of the machine before its repair can be divided into three characteristic stages (Fig. 1.2): the running-in of parts (running in the vehicle), the period of normal operation and the period of emergency (limiting) wear.

Rice. 1.2. The dynamics of the wear process:

1 -- absolute wear (U); 2 -- wear rate (V)

Knowing the pattern of increasing wear of a part or increasing the gap in the connection of parts, it is possible to determine the limiting and permissible wear of parts or gaps. For example, when measuring the size of a part during repair, its wear will be OP (Fig. 1.2). Having plotted this distance on the ordinate axis, a straight line is drawn from the point P parallel to the abscissa axis until it intersects with the wear curve. From point B1, a perpendicular is lowered to the abscissa axis. If the BV segment is equal to or greater than the overhaul period, then the wear is considered acceptable. Thus, wear is considered acceptable when a part (connection) can operate normally for the entire next overhaul period, i.e. keeps working. At the limit of wear, further normal work connection during the next overhaul period is impossible.

In addition to wear, which manifests itself during friction, machine parts may also have other defects: mechanical damage, fatigue, corrosion, electroerosive damage, deformation, loss of elasticity or magnetization, the formation of soot or scale.

In the joints of parts, the most common defect is a violation of the fit due to an increase in the gap or a decrease in interference; in the joints, threaded and riveted joints are weakened. As a result of wear of parts, changes in the alignment of holes in body parts, perpendicularity of surfaces and parallelism of shafts, dimensional chains are violated. This leads to a loss of accuracy of the master link, which causes an increase in load, heating, accelerated wear and destruction of parts.

2.4 Types of friction and wear

Types of friction. The reason for the wear of machine parts is external friction. According to GOST 27674--88, external friction is a phenomenon of resistance to relative movement that occurs between two bodies in the areas of contact between surfaces tangent to them. Friction is accompanied by the transfer of part of the kinetic energy into heat.

The wear of parts forming fixed joints depends on the static friction force.

The friction force is the resistance force during the relative movement of one body over the surface of another under the action of an external force directed tangentially to the common boundary between these bodies.

Friction of rest - friction of two bodies at microdisplacements without macrodisplacement (before transition to relative motion).

For parts included in a movable joint, wear will depend on the friction force of the movement.

Friction of motion is the friction of two bodies in motion relative to each other.

According to the nature of the relative motion, the friction of motion is divided into sliding friction and rolling friction.

Sliding friction is kinematic friction, in which the same point of one body comes into contact with the points of another body following one after another.

Rolling friction is kinematic friction, in which each of the points of one body comes into contact with only one of the points of the other body, and the point of their contact is the instantaneous center of rotation (rolling bearings, gear engagement, etc.).

According to the nature of the process, friction is distinguished without lubricant and with lubricant.

Types of wear. The wear of parts is accompanied by complex physical and chemical phenomena. The wear rate depends on the material and quality of the rubbing surfaces, the nature of the contact and the speed of their mutual movement, the type and value of the load, the type of friction and lubrication, the quality of the lubricant, and many other factors. In accordance with GOST 27674--88, the following types of wear are established in the vehicle.

Mechanical wear is wear as a result of mechanical influences. This type of wear is divided into abrasive, hydroabrasive (gas-abrasive), hydroerosive (gas-erosive), cavitation, fatigue, seizing and fretting. In addition, there are wear under the action of electric current, corrosion-mechanical, oxidative and fretting corrosion.

Lecture number 3. Changes in the technical condition of vehicles under operating conditions

3.1 Influence of operating conditions on the durability of machines

During operation and during storage, machines are subjected to various internal and external influences, as a result of which their technical condition changes. As a result, the technical and economic indicators of machines deteriorate: fuel and oil consumption increases, operating speeds and power, tractive effort decrease, and productivity decreases. The main reasons for the decrease in initial characteristics are the violation of the initial adjustments of mechanisms and systems, loosening of fasteners, changes in the properties of materials, gaps and interference in the joints of parts as a result of wear.

External factors affecting the durability of machines include climatic conditions, the level of maintenance, repair and storage, the qualifications of maintenance personnel, etc.

The internal factors that cause a change in the initial characteristics of the machine include the imperfection of the design of the machines (the physical and mechanical properties of the materials used to manufacture parts), the technology of their manufacture or repair.

3.2 Vehicle maintainability

The operational manufacturability of a car is a set of properties of its design that characterize the adaptability to perform all types of maintenance and repair work using the most economical technological processes. The operational manufacturability of a car is determined by design, production and operational factors. Structural and production factors determine the properties of the car design, they are taken into account when creating a car. Operational factors determine the environment in which the properties of the structure are exhibited. They must be taken into account both during the creation and operation of the car.

Design and production factors include: testability, accessibility, ease of removal, interchangeability, unification of units and systems, continuity of maintenance and diagnostic tools.

Testability is an important factor in monitoring the diagnostic parameters of the technical condition of a vehicle, units and systems by various means and methods of technical diagnostics (primarily methods and means of automated and non-destructive testing). It has a decisive influence on the introduction into practice of new, more effective methods Maintenance and repair of vehicles. Testability is determined by the requirements for ensuring the reliability and safety of the vehicle.

Accessibility to the object of maintenance and repair is the main factor in reducing the cost of preventive maintenance and car repair. This factor determines the working conditions for maintenance and repair of the car, as well as the suitability of the facility to perform targeted preventive and repair operations with minimal volumes. additional work or without them at all.

Ease of removal means that a product can be replaced with a minimum of time and labor. Ease of removal should not be confused with accessibility, since there are products on the car that are well accessible, but it is difficult to replace them during operation. Ease of removal is determined mainly by the methods of fastening products that are replaced in operation, the design of connectors, weight and overall dimensions removable elements.

The interchangeability of component parts (parts) means that from a variety of similar products (parts), you can take any one without choice and install it on a car without preparation (technological compensators are allowed). Depending on volume preparatory work the corresponding degree of interchangeability is determined (the greater the degree of interchangeability, the less the amount of preparatory work). Interchangeability plays a big role in reducing the cost of labor, materials and vehicle downtime during maintenance and repair.

The succession of maintenance and diagnostic equipment means the possibility of using existing funds for the maintenance and repair of new car models. This factor has a significant impact on the organization of the workplace and the convenience of its performers, the timing and cost of maintenance and repair.

The unification of vehicle units and systems is an important factor not only in improving its operational manufacturability, but also in increasing the efficiency of operating the entire fleet of vehicles, as it greatly simplifies and reduces the cost of maintenance and repair, reduces the range of spare parts in the ATP warehouses and reduces the number of types of control and diagnostic equipment required. equipment.

A sufficiently high level of intra-factory unification of the car family (75-90%) with a low level of inter-factory unification of cars (b.h. 12%) does not allow achieving a high level of technological compatibility of the car fleet, which provides significant savings in material and labor resources in the field of operation. According to NIIAT, increasing the level of technological compatibility of vehicles by 1% due to the unification of the design and the corresponding improvement of technological means of maintenance and repair can reduce total costs by 0.2%

The operational factors include: forms of organization of maintenance and repair, the state of the production and technical base, the qualifications of the performers of maintenance and repair, the completeness of meeting the requirements in spare parts and materials, the completeness and quality of technical documentation, etc.

3.3 Vehicle failure models

The results of testing cars for reliability allow us to find a mathematical description of the patterns obtained, i.e. derive the appropriate formulas by which you can calculate the reliability indicators.

These formulas are called mathematical models. Since the reliability indicators are random variables, their mathematical models should show how the reliability indicators are distributed depending on the operating time.

Such models are the distribution laws of random variables.

Taking into account the fact that vehicle failures are random in nature, the patterns of failure occurrence can be established on the basis of reliability theory in two ways.

The first method is based on the study of the physical and chemical properties and parameters of car elements, the physical and chemical processes occurring in them, the physical nature and mechanism of failures. At the same time, the current states of elements and systems are described by equations that reflect physical laws.

The second method involves the study of statistical probabilistic patterns of occurrence of failures of many similar car models.

In this case, failures are considered as some abstract random events, and the diverse physical states of car elements are reduced to two states - serviceability and malfunction (full and partial), which are described by reliability functions. Since the first method has not yet been studied enough, let us consider the second one, which establishes the patterns of occurrence of vehicle failures.

Rice. 2.3. Changing the load of car parts when it is moving

car repair transport service

Sudden failures. The change in the load (voltage) of individual parts of the car during operation has a "peak" character (Fig. 2.3). If we assume that the failure of a car element occurs when the load S exceeds a certain level, then due to the randomness of the load change, the moment of failure is also random. It is characteristic that the failure occurs regardless of the time the vehicle element has been in operation and the technical condition. An example of the formation of such a failure can serve as a break in the gear teeth of the main gear when driving a car in off-road conditions, a puncture of a car tire. In the first case, the failure may occur due to the "peak" load on the main gear, which exceeds the allowable limits, in the second - due to the ingress of a sharp object. In both examples, the failure does not depend either on the wear of the main gear and tires, or on the technical condition of the car as a whole. For the instantaneous damage scheme, the time between failures follows an exponential distribution (Table 2.2).

With an exponential distribution of time between failures, it makes no sense to resort to preventive work. Indeed, since the failure occurs only as a result of external influence, the preventive work performed cannot affect the cause of the failure.

gradual failures. The scheme under consideration corresponds to a situation where a failure is formed due to the gradual accumulation of damage (gradual aging or wear). For some operating parameters of the car and its elements, allowable limits are pre-set, the exit from which is qualified as a failure. The change in parameters is caused by the aging of the parts, and the time (mileage) until the parameters go beyond the allowable limit is the time (mileage) of no-failure operation. For example, failure of the main leaf of the spring may occur as a result of the gradual accumulation of fatigue damage without the appearance of any external signs.

In the case of gradual aging and wear, the time between failures of vehicle elements in most cases obeys a normal and log-normal distribution. In some cases, it obeys the gamma distribution. The main data on these distributions are given in Table. 2.2.

Table 2.2

relaxation model. An abrupt change in state that occurs as a result of damage accumulation is called relaxation. The gradual accumulation of damage may not be a direct, but only an indirect cause of failure. An example of such a scheme is the destruction of parts, which arose suddenly due to a sharp deterioration in operating conditions - overloads, large vibrations, extreme temperature conditions, etc.

Failures due to several independent causes. Such failures in the practice of car operation are the most typical. With regard to the tire of a car, it is quite obvious that two causes of failure simultaneously operate: a tire puncture due to the ingress of sharp objects and the gradual wear of the tread. The situation is similar with failures of gears, fasteners and other parts of the car. Their failure is possible as a result of gradual aging or structural imperfection.

It should be remembered that it is not always possible to take into account all the factors affecting the failure. Therefore, the failure occurrence model turns out to be more or less approximate, and the adopted distribution law reflects only some features of the observed phenomenon. This makes it necessary to take into account the specific needs of the problem being solved in parallel with the physical nature of vehicle failures.

3.4 Failure prevention

Failure prevention is one of the main directions for improving the reliability of vehicles in operation. In our country, a planned preventive maintenance system for cars has been adopted, which meets the principles of planned production.

Despite the rather wide distribution of this system, in our country and, especially, abroad, there are still serious differences of opinion not only on the planning and implementation of preventive measures, but also on the advisability of their implementation in general.

The classification of failures in the operation of machines, depending on the nature of their occurrence, is of paramount importance when considering the issue of the effectiveness of a planned preventive system. On this basis, sudden and gradual failures are distinguished. Unlike sudden, gradual failures can be prevented by periodically performing a technical inspection of the machine, timely changing parts that are close to failure, or performing fixing, adjusting, lubricating and other maintenance work.

Therefore, it is impossible to speak about the effectiveness of the preventive planning system in general. The only criterion that makes it possible to judge the expediency of preventive repair or maintenance in relation to a particular model of a machine is the proportion of the gradual component in the total flow of failures during its operation.

3.5 Determining the frequency of vehicle maintenance

General provisions. The most important condition for maintaining a given level of reliability of cars in operating conditions is the appointment of optimal modes for their maintenance: frequency, list and complexity of operations or type of service.

The optimal mode should be understood as such a mode that ensures the reliable operation of the vehicle and its elements at the minimum cost of maintenance and repairs.

The structure of preventive work includes control and diagnostic, fixing, adjusting, electrical, lubrication and other works. Control and diagnostic work is carried out without fail after a certain mileage, and all the rest - after control and diagnostic work (as needed). Thus, the frequency of car maintenance, which is the main issue in substantiating prevention regimes, is determined by the frequency of control and diagnostic work.

The problem of the frequency of control and diagnostic work cannot be solved in isolation from the reliability of individual components and assemblies of the vehicle under specific operating conditions due to the random nature of its failures.

During the operation of the car, three characteristic periods are observed: running-in, normal operation, intensive wear, which can be approximately found by the pattern of changes in the failure rate parameter (Fig. 2.6). At the run-in stage, failures occur due to technological and design flaws. The normal operation period is the longest and is characterized mainly by sudden failures. The period of intensive wear is characterized by failures caused by the wear of car parts. In addition to the duration and causes of failures, these periods are also characterized by different values of the failure flow parameter, which has the largest and uneven value during the period of intense wear. It should also be noted that the reliability of various vehicle units is not the same. Thus, the frequency of vehicle maintenance should be determined unit by unit and separately for each period of its operation.

3.6 Determination of the optimal exchange fund

The theory of machine reliability makes it possible to determine the optimal exchange fund of aggregates, mechanisms, assemblies and spare parts of automobiles. As an example, consider one of the existing methods.

The criterion for determining the exchange fund can be the minimum downtime of vehicles due to the lack of a unit at a given operating cost.

In this case, the following operational reliability characteristics are used: the failure flow parameter and the recovery flow parameter. The choice of these parameters is explained by the fact that they cover a large number of design-technological and operational factors that determine the reliability of vehicles under given operating conditions.

The required exchange fund must be determined taking into account the age composition of cars for each enterprise separately, since the size of the fund depends on many individual factors. Throughout the year of work, ATP can be taken constant, although in the autumn-winter period, there is some increase in it. Optimal size exchange fund by nomenclature

where N is the number of cars of the same type in the enterprise; n - the number of identical elements of the exchange fund located on the car; -- failure flow parameter; -- recovery stream parameter.

Lecture number 4. Types of enterprises by production functions

Enterprises road transport according to production functions, they are divided into motor transport, auto-servicing and auto-repair.

Motor transport enterprises are divided into open joint stock companies (ATP OJSC) and closed joint stock companies (ATP CJSC). OJSC and CJSC ATP have an independent balance sheet, endowed with broad guaranteed powers and at the same time are responsible for the results of economic and scientific and production activities, for the observance of state interests. Their main task is the comprehensive satisfaction of the needs of the national economy and citizens in transportation with a high level of quality at minimal cost.

OJSC and CJSC ATP have the authority to sell, lease, exchange, provide temporary use of vehicles and equipment to other enterprises, write them off the balance sheet, as well as from other activities.

Auto service enterprises that perform production functions with maintenance and repair of automotive equipment can temporarily store cars, fill them with auto-exploitation materials. Depending on the purpose, car service enterprises are divided into production and technical plants (PTK), car service enterprises, specialized car centers (SAC), centralized maintenance bases (BTsTO), service stations (STOs), parking lots and gas stations(gas station).

Auto repair enterprises are specialized enterprises that carry out the repair (restoration) of automotive equipment. At car repair enterprises, conditions have been created for performing labor-intensive repairs (mainly KR) of automotive equipment.

test questions

1. What types of enterprises operate in transport?

2. What is the procedure for registering enterprises?

3. What is the procedure for registering an entrepreneur (without creating a legal entity)?

4. What is the procedure for issuing constituent documents?

5. How to open a bank account?

6. What is a business activity license?

7. What types of road transport enterprises are divided into?

8. How are car service enterprises divided depending on their purpose?

Lecture number 5. Ensuring the reliability of vehicles under operating conditions

5.1 The system of maintenance and repair of rolling stock and its place in the overall road transport system

Road transport is a complex system, the minimum organizational structural unit of which is an operational motor transport enterprise, considered in cooperation with specialized car service and car repair enterprises. The study of the efficiency of the operation of all motor vehicles can be simplified, limited to the study of the properties of an operating enterprise with a car service and car repair enterprises as the simplest automobile transport system.

The automobile transport system can be divided into functional independent systems: commercial operation of automobiles; technical operation of vehicles; Maintenance and repair of vehicles. Each of these systems has its own process of functioning. The relationship of these processes is determined by a common goal and the presence of one object of operation - a car, which is considered in each functional system from its own side. Management of the processes of functioning of systems is carried out by appropriate strategies: commercial operation, technical operation and maintenance and repair.

The operation strategy is a set of rules that provide the specified control of the corresponding operation process. Commercial operation governs the use of vehicles for their intended purpose. All strategies are closely related to it.

Thus, the automobile transport system has the features inherent in complex technical systems: the presence of a single goal, controllability, interconnection of elements, hierarchical structure.

The system of technical operation of vehicles includes subsystems: organizations traffic, driving a car, organizing the storage of serviceable cars and providing technical assistance to cars on the line. This means that the system of technical operation of cars is a set of cars, means of organizing traffic, drivers, regulations and norms that determine the choice and maintenance of the most favorable modes of operation of car units, as well as maintaining and restoring the lost performance of cars in the process of performing transport work.

In accordance with GOST 18322--78, the maintenance and repair system for rolling stock of road transport includes a set of interrelated tools, maintenance and repair documentation, and performers necessary to maintain and restore the quality of products included in this system.

Maintenance is a set of operations (or operation) to maintain the operability (or serviceability) of the rolling stock when used for its intended purpose, waiting, storing and transporting.

Repair - a set of operations to restore the serviceability or performance of the rolling stock and restore the resources of the rolling stock or its components.

Between these two groups, there may be different relationships depending on the accepted criterion of optimality and the method of work. However, in any case, the main requirement for the maintenance and repair of vehicles is to ensure the highest probability that the task can be completed on the vehicle at the right time with limited labor and funds.

When forming the system of maintenance and repair of rolling stock, the main attention is paid to the modes of maintenance and repair (number of types of maintenance, frequency, list and labor intensity of the work performed). At the same time, they are guided by the following: the number of types of maintenance should be minimal, the highest service numbers should include the range of work of the lower ones, unnecessary disassembly and adjustment of mating pairs should be avoided, and the possibility of mechanization and automation of preventive maintenance should be provided.

Maintenance modes are developed for several typical vehicle operating conditions. They are checked in specific operating conditions according to criteria that make it possible to establish the compliance of the selected maintenance modes with the really necessary ones. The main evaluation criteria are the operational reliability, the complexity of maintenance and repair, the cost of performing maintenance and repair per 1000 km of run, and the efficiency of maintenance.

The operational reliability of cars is determined by the average value of the coefficient of technical readiness, the complexity of maintenance and TR is determined by chronometric observations, and the costs are determined by experimental data in real operating conditions of cars.

The efficiency of vehicle maintenance is estimated by the ratio of the number of failures nto, identified in the process of prevention, to the number of all registered failures during the operation of the vehicle:

= nto/(nto + n),

where n is the number of failures occurring between successive TRs.

In road transport, a preventive maintenance and repair system for rolling stock has been adopted. Its fundamental foundations are established by the current Regulations on maintenance and repair of the rolling stock of road transport.

In accordance with the Charter of Road Transport, the Regulation is mandatory for all organizations and enterprises of road transport, for organizations and enterprises of the automotive and related industries in terms of ensuring established standards and interacting with operating and repair organizations and enterprises of road transport.

The first part of the Regulation defines the system of maintenance and repair of rolling stock and the technical policy in road transport. The second part contains standards for car models. It is developed as separate applications as vehicle design, operating conditions and other factors change.

The annex to the Regulations contains: the main comprehensive indicators of ensuring the operability of the state of the rolling stock; a list of units, components and parts, the technical condition of which ensures traffic safety, economical fuel consumption and environmental protection during the operation of road transport; maintenance and repair standards for rolling stock manufactured before 1972; typical chemmotological map taking into account GOST 25549--82; distribution of rolling stock by technologically compatible groups during maintenance and repair; zoning of the territory of the USSR according to natural and climatic conditions, taking into account GOST 16350--80; requirements for equipment for checking the technical condition of components and systems that ensure the safety of the movement of vehicles, etc.

Maintenance involves maintaining the rolling stock in working condition and proper appearance; ensuring the reliability and efficiency of work, traffic safety, environmental protection; reducing the intensity of deterioration of the parameters of the technical condition; prevention of failures and malfunctions, as well as their detection in order to eliminate them in a timely manner. This is a preventive measure that is carried out in a planned manner after certain runs or hours of operation of the rolling stock, as a rule, without disassembling and removing units, assemblies and parts from the vehicle. If during maintenance it is impossible to determine the technical condition of individual components, then they should be removed from the vehicle for control on special instruments or stands.

Repair is carried out both on demand (after the occurrence of a corresponding failure or malfunction forcibly), and according to a plan (after a certain mileage or operating time of the rolling stock). Repair work performed according to the plan is preventive and is called preventive maintenance.

The purpose of preventive and repair actions is to ensure the good condition of automotive equipment. However, ceteris paribus, the most important factor that determines the level of total material and labor costs for maintaining vehicles in good condition is the ratio of preventive and repair effects.

The determination of the technical condition of the rolling stock, its units and components without disassembly is carried out using control (diagnosing), which is a technological element of maintenance and repair.

The purpose of monitoring (diagnosing) during maintenance is to determine the actual need to perform the operations provided for by the Regulations, and to predict the moment a malfunction occurs by comparing the actual values of the parameters with the limit values, as well as to assess the quality of the work.

The purpose of control (diagnosing) during repair is to identify a malfunctioning condition, its causes and establish the most effective way to eliminate it: on the spot, with the removal of the unit (assembly, part), with complete or partial disassembly and final quality control of the work.

Normative and technical documentation for maintenance and repair includes: principles, definitions, recommendations, standards and methods for their correction, taking into account operating conditions, technology.

Maintenance and repair means include: production and technical base (buildings, structures, equipment) located in motor transport and specialized enterprises for maintenance and repair of rolling stock; logistics (taking into account the design of the rolling stock, mileage since the start of operation, intensity and operating conditions).

The nomenclature of professions for personnel ensuring the good condition of the rolling stock includes workers of various specialties, technicians and engineers. The Regulation discloses the content of the constituent elements of maintenance and repair, defines the types of maintenance and repair.

5.2 Types of maintenance and their technical and economic characteristics

Maintenance of rolling stock according to the frequency, list and labor intensity of the work performed is divided into daily maintenance (EO), first maintenance (TO-1), second maintenance (TO-2) and seasonal maintenance (SO). By agreement with the lead developer, a reasonable change in the number of maintenance types is allowed when the design of vehicles and operating conditions change.

5.3 Types of car repair and their technical and economic characteristics

...

General technical requirements for vehicles produced from maintenance and repair

These technical requirements apply to vehicles, components and assemblies produced from maintenance and repair, only in part of the work performed by auto maintenance enterprises. When eliminating individual faults, these requirements also apply to all types of related work carried out in accordance with the technology.

1. The motor vehicle which is let out from the autotechnical service enterprise has to be pure.

2. The scope of work performed and the completeness of the vehicle must comply with the work order and acceptance documents.

3. Threaded connections must be securely fastened. The tightening torques for threaded connections must be in accordance with the manufacturer's specifications. Connections to be secured with cotter pins and retaining rings must be fixed in accordance with the requirements of the vehicle design.

4. Oil levels in the crankcases of the engine, gearbox, power take-off, transfer case, drive axles, center differential, wheel gears, drive shaft casing, steering gear; power steering; in the balancers of the rear suspension; coolant in the cooling system; operating fluids in hydraulic system brake actuator and clutch release mechanism, windshield washer reservoir (rear, headlights), etc. must comply with the manufacturer's requirements.

For a specialized motor vehicle, the levels of oils, coolants and operating fluids in units, assemblies and systems located on the chassis of the base vehicle must comply with the requirements of manufacturers.

Leakage of oils, cooling and operating fluids, caused by a violation of the tightness of the connections, is not allowed. "Sweating", the formation of oil stains that do not interfere with normal operation and do not require replenishment of lubricant between two maintenance, is not a rejection symptom.

6. Leaks in fuel system(including preheater) not allowed.

7. The exhaust system must be sealed.

9. Components and parts must be lubricated in accordance with the requirements of the chemotological map recommended by the manufacturer.

10. Tears and cracks (bulging) of rubber-metal hinges, rubber bushings of levers and suspension rods, elastic couplings, protective casings and covers are not allowed.

11. Engine.

11.1. The engine must be put into working condition no more than after the starter is turned on three times and, warmed up to operating temperature, work stably at the minimum speed crankshaft, without "dips" and pops, increase the speed when opening the throttle.

An engine with a combined fuel system (gasoline-gas) must meet these requirements when starting on any type of fuel.

11.2. When the engine is running, there should be no extraneous noise and knocks.

11.3. The oil pressure in the lubrication system of a warm engine must be correct *.

11.4. The air cleaner must be serviced in accordance with the manufacturer's requirements.

11.5. The engine oil, as well as the filter elements, must be replaced, the centrifuge cleaned and washed.

11.6. Thermal gaps in the valve drive mechanism must comply with the norm *.

11.7. The tension of the belt (belts) of the drive of the water pump and the generator, the power steering must comply with the norm *.

11.8. The tension of the chain (belt) of the camshaft drive must be correct *.

12. Clutch

12.1. The clutch should disengage completely and engage smoothly.

12.2. Clutch slip and release bearing noise are not allowed.

12.3. Clutch pedal free play must be correct*. The pedal should return to its original position.

13. Gearbox, transfer case, power take-off.

13.1. Gear shifting should be carried out without jerks and jamming.

It is not allowed to change gears with synchronizers, with noise and rattle.

13.2. Spontaneous disengagement of gears is not allowed.

14. Cardan transmission.

14.1. When rotating the cardan transmission, knocks and vibrations are not allowed.

14.2. A gap in the spline connection is not allowed. The clearances in the bearings of the crosses must comply with the norm *.

14.3. Deformation and visible cracks of cardan gear parts are not allowed.

15. Drive axle, front-wheel drive, hubs.

15.1. Knocking (increased noise) in the drive axle (front-wheel drive) when starting off, driving and braking the vehicle, changing gears is not allowed.

15.2. The clearance in the wheel bearings must be correct*.

16. Suspension.

16.1. Knocks are not allowed when the vehicle is moving or swinging.

16.2. Shock absorbers (telescopic struts) must be operational.

16.3. The front wheel alignment must be correct*.

16.4. Gaps in the hinges of the jet rods are not allowed.

16.5. The presence of cracks on the parts of the front suspension is not allowed.

17. Steering.

17.1. The total play in the steering must comply with the norm *. Axial movement of the steering wheel is not allowed.

17.2. When turning the front wheels, they are not allowed to touch the parts of the vehicle.

17.3. The rotation of the steering wheel when turning the steered wheels in any direction should occur without jerking and jamming.

17.4. The power steering pump must produce the correct pressure*.

17.5. It is not allowed to move the steering units relative to the body, not provided for by the design of the vehicle.

18. Brake systems.

18.1. A single press on the brake pedal should ensure simultaneous braking of the wheels of the left and right sides of the same axle. The efficiency of the working, parking, reserve and auxiliary brake systems must comply with the norm *.

18.2. At full braking, the pedal and parking brake lever should not reach the stop.

18.3. The brake pedal free play must be correct*.

18.4. The air pressure in the pneumatic brake drive system must be correct*.

19.1. The air pressure in the tires must be correct*.

20. Electrical equipment.

20.1. The level and density of the electrolyte in the battery must be correct*. Electrolyte leakage is not allowed.

20.2. Units, components and devices of the electrical lighting, light and sound signaling system must be checked, serviceable and adjusted in accordance with the technological documentation.

20.3. The electrical wiring must be securely fixed at the points provided for by the design, have good insulation and reliable contact at the joints.

20.4. The elements of the ignition system must be in good working order and ensure stable and uninterrupted operation of the engine in all modes.

21. Body and other structural elements.

21.1. The technical condition of the car body and its components released from repair must comply with the requirements established by RD 37.009.024-92.

21.2. Body doors (cabins), trunk lid, hood should be easy to open and close. Spontaneous opening is not allowed.

21.3. Doors must not be opened with external handles when the internal locks are engaged.

21.4. The locks of the sides (doors) of the cargo platform must prevent their spontaneous opening.

21.5. The angle of twist of the torsion bar of the cab tipping mechanism must comply with the norm*.

21.6. The mechanism for lifting the platform of a dump truck, the locking mechanism, and the thrust-limiting device must be in good order.

21.7. The seat adjustment mechanisms must be in good working order.

21.8. The door windows should smoothly raise, lower and hold the windows in any position.

21.9. Elements of blowing and heating glasses must be in good order.

_____________________________

Annex 5

Reference

Standard list of basic regulatory, technical, organizational and technological documentation for enterprises for maintenance and repair of cars owned by citizens

1. Regulatory and technical documentation.

1.1. State standard "Nature Protection. Atmosphere. Norms and methods for measuring the content of carbon monoxide and hydrocarbons in the exhaust gases of cars with gasoline engines. Safety requirements", GOST 17.2.2.03-87.

1.2*. Industry standard "Pre-sale preparation of cars", OST 37.001.082-92.

1.3*. "Acceptance, repair and release from repair of car bodies by car maintenance enterprises", RD 37.009 024-92.

2. Organizational and technological documentation.

2.1. List of works and services performed by the enterprise.

2.2. "Regulations on the maintenance and repair of vehicles owned by citizens (cars and trucks, buses and mini-tractors)" RD 37.009.026-92.

2.3*. "Regulations on warranty service for cars and motorcycles", RD 37.009.025-92.

2.4*. "Regulations on the procedure for acceptance and settlements with the population for cars, parts, components and assemblies by car maintenance enterprises", MAP, 1991.

2.5*. "Regulations on the procedure for the provision of services in self-service stations", MAP, 1987.

2.6*. "Regulations on the procedure for the provision of services by service stations for the preparation of vehicles for state technical inspection", MAP, 1988.

2.7*. "Methodological guide for determining the cost of a vehicle, taking into account natural wear and tear and technical condition at the time of presentation", RD 37.009.015-92.

2.8. Price lists for the maintenance, repair and spare parts of passenger cars. Additions to the price list.

2.9. Manuals (instructions) for the operation of automobiles.

2.10. Car repair manuals.

2.11. Service books of cars.

2.12. Catalogs of spare parts for automobiles.

2.13. Technological documentation on the types of work carried out during the maintenance and repair of cars.

2.14*. "Standard rules for the exchange of motor vehicles sold through a retail network". Department of the automotive industry of the Russian Federation, 1992.

Notes.

1. The documents specified in the List must take into account the provisions of the Law of the Russian Federation "On Protection of Consumer Rights".

2. From the moment of approval of this List, all previously issued lists on this issue become invalid.

3. The requirements of the regulatory and technical documentation of this list apply to serviced (repaired) cars only in part of the work performed in agreement with the owner.

4. Prior to the transfer by manufacturers of technological processes to new car models, maintenance and repairs are carried out in accordance with the manuals (instructions) for operation and repair.

5. Availability of regulatory, technical and organizational documentation marked with an asterisk (*) is mandatory for service stations performing this type of service.

6. Technological processes for the maintenance and repair of vehicles must fully comply with the current technical conditions for the relevant types of work and models of vehicles.

109. Maintenance is a set of activities aimed at:

109.1. Maintaining the vehicle in working condition and proper appearance.

109.2. Ensuring the reliability and efficiency of work, traffic safety, environmental protection.

109.3. Prevention of failures and malfunctions, as well as their identification for the purpose of timely elimination.

110. Repair of vehicles are measures aimed at restoring a serviceable or operable condition, resource and ensuring the failure-free operation of vehicles and their components.

111. Planning and evaluation of the technical condition of vehicles.

111.1. For planning and assessing the technical condition of cars, buses, motorcycles, the cost of their maintenance and current repairs, as well as for planning and assessing the operation (use) of these machines, the following main indicators are used:

- coefficient of technical readiness of machines (hereinafter - KTG);

- the cost of maintenance and current repairs of cars per 1000 km of run.

111.2. Planned KTG, as well as planned weighted average costs for maintenance and current repairs per 1000 km of run, are approved for a year by the management of the departments of the penal system.

The planned weighted average costs for the maintenance and current repairs of cars, buses and motorcycles per 1000 km of run are determined on the basis of the cost rates for these purposes.

111.3. The actual CTG and the cost of maintenance and current repairs per 1000 km of run are determined separately for the main groups of vehicles as a whole to the territorial body of the Federal Penitentiary Service of Russia, an institution directly subordinate to the Federal Penitentiary Service of Russia (an institution and division subordinate to the territorial body of the Federal Penitentiary Service of Russia, an institution directly subordinate to the Federal Penitentiary Service of Russia ), ATX for each past quarter.

111.4. If necessary, the actual CTG can be determined for any groups of vehicles for any past period of time, as well as on the day of the check.

112. Labor intensity standards for maintenance and current repair of vehicles are calculated independently, depending on the available production areas, equipment and qualifications of employees.

113. For the purpose of an objective assessment of the standards for making calculations, it is allowed to involve specialists from other federal executive bodies.

114. If necessary, the actual CTG can be determined for any groups of vehicles for any past period of time, as well as on the day of the check.

115. The list and forms of other reporting documents and indicators are established by separate regulatory legal acts and instructions from the leadership of the Federal Penitentiary Service of Russia.

116. The working condition of vehicles is ensured by timely maintenance and repair, as well as compliance with other recommendations on the rules of technical operation.

117. All maintenance and repair operations must be carried out in compliance with health and safety regulations.

118. Types and content of maintenance and repair of machines:

118.1. Maintenance of machines according to the frequency, list and labor intensity of the work performed is divided into:

118.1.1. SW is aimed at ensuring traffic safety and consists of checking the operation of special equipment, maintenance work appearance, refueling, oil, technical liquids, and for certain types of cars - sanitary or special treatment of the body.

118.1.2. The EO is usually carried out after the machine has been running on the line.

118.1.3. Control over the technical condition of vehicles before leaving the line or when changing drivers is carried out by them at the expense of the time allotted for preparation for departure.

118.2. The frequency of maintenance is carried out in accordance with the regulatory documentation of the factories - manufacturers of machines of this model (including those of foreign production).

118.2.1. The frequency of maintenance of trailers and semi-trailers must correspond to the frequency of maintenance of their tractors.

118.3. SS is carried out 2 times a year and is combined with the next maintenance.

119. The scope of work for each type of maintenance is established on the basis of the regulatory documentation of manufacturers for the operation of machines of this model (including those of foreign production).

120. Servicing of the special equipment installed on the machines is carried out, as a rule, simultaneously with the maintenance of the machines.

121. It is forbidden to reduce the volume maintenance work maintenance provided by the manufacturers.

122. In accordance with the purpose, nature and scope of work performed, repairs are divided into current and capital repairs.

123.1. Designed to ensure the working condition of machines with the restoration or replacement of their individual units, components and parts (except for the base ones) that have reached the maximum permissible state.

123.2. It should increase the non-failure operation of repaired units, assemblies and parts.

123.3. It may include control and diagnostic, dismantling and washing, plumbing, welding and other types of work, if necessary with the replacement of individual parts.

124.1. Overhaul is carried out in a planned manner, as a rule, in specialized repair enterprises, with a complete disassembly of the repair object, defect detection, restoration or replacement of components, their assembly, adjustment, testing.

124.2. The overhaul of a complete vehicle is carried out, as a rule, once during the depreciation period of service (with the exception of the overhaul of units).

124.3. The decision on the expediency of overhauling the engine and its components is made by the head of the institution on whose balance sheet the vehicle is located.

125. Organization of maintenance and repair of machines.

125.1. The basis for the organization of ensuring the operability of machines during operation is the use of:

maintenance and repair standards;

manufacturer's instructions;

methods for diagnosing vehicles during maintenance and repair, as well as at the release from MOT and TR;

analysis of the assessment of indicators of downtime and derailment from the line;

principles of moral and material interest, as well as personal responsibility of specific performers for the quality of maintenance and technical condition of machines;

production and technical accounting;

analysis, evaluation and planning of indicators for ensuring the operational and technical readiness of machines.

126. The development of the production and technical base for the maintenance and repair of vehicles is carried out by creating service points at the garages of institutions and bodies of the penal system.

127. In the ATH, control and acceptance of machines are 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, if necessary, a damage report is drawn up, the information necessary for performing current repairs is drawn up and transferred to the car repair shop (hereinafter referred to as AWP).

128. Cars equipped with gas equipment, 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.

129. SW is performed at posts daily maintenance drivers assigned to the vehicle.

130. The specific procedure for performing the SW is regulated by the internal regulations of the ATC.

131. Gas-balloon vehicles, after checking the tightness of gas equipment and washing, may be sent to an isolated room for maintenance or current repairs of the gas supply system.

132. TO, TR, CO of vehicles are carried out:

132.2. At maintenance points (hereinafter referred to as PTO) of garages of subdivisions of the territorial bodies of the Federal Penitentiary Service of Russia, institutions directly subordinate to the Federal Penitentiary Service of Russia - maintenance, CO in full (if there are posts equipped with inspection ditches or lifts and equipped with equipment) and TR (without complete disassembly aggregates).

132.3. When leaving a mobile maintenance workshop - maintenance, CO in full, as well as TR (without complete disassembly of the units).

132.4. If it is impossible to carry out the work of maintenance, CO and TR by the forces and means of the ATH (garage), they can be carried out with the requirements of the current legislation at service stations, in organizations that have the right to carry out this type of activity.

133. To assess the technical condition of vehicles, as well as to provide information support for the preparation of production, their diagnosis is carried out both before and after the MOT and TR.

134. Works of AWP.

134.1. The activities of the automated workplace are carried out in accordance with the existing repair base and an estimate for its maintenance.

134.2. The draft estimate for the maintenance of the AWP is developed by the technical service of the ATC based on the needs of the ATC, taking into account the availability of production facilities, equipment and technological equipment of the AWP and garages of the territorial bodies of the Federal Penitentiary Service of Russia, institutions directly subordinate to the Federal Penitentiary Service of Russia, as well as staffing staffing number of workers.

134.2.1. The calculation of the production program and the calculation of the cost of maintenance and current repairs of vehicles are attached to the draft estimate for the maintenance of the automated workplace.

134.3. The technical service of the ATH approves annual production plans for technical maintenance, garages, as well as quarterly schedules for departures of a mobile maintenance workshop.

134.3.1. The production plan indicates the production program of the PTO, the staffing of the work station and the planned KTG of the vehicle fleet.

134.3.2. The production program of the PTO is established on the basis of the annual plan for the operation of vehicles.

134.3.3. The number of workers is set at the expense of the number of workstations based on the production program of the VET for the total labor intensity of work, including auxiliary work (cleaning of premises, maintenance of equipment, warehouse operations, execution of the required documentation).

135. The AWS can carry out repairs of individual components and assemblies of vehicles of other departments of the penal system.

136. In accordance with the technological process of maintenance and current repair, the work of production units (shops, sections, posts) is organized in the workstation.

136.1. The maintenance department performs maintenance, repair work, preventive maintenance and diagnostics of the technical condition of vehicles.

136.2. The current repair division performs work to replace faulty units, assemblies, mechanisms, instruments and parts of vehicles with serviceable ones, as well as fixing and adjustment work to be performed directly on the machine.

136.3. The unit repair unit performs maintenance and repair of units, components, mechanisms, instruments and parts removed from machines, as well as individual work that is performed directly on the machine or outside it (electrical, tin-welding, painting, wallpaper, carpentry and other).

136.4. In the workstation, which has the necessary control and diagnostic equipment and production areas, an independent post (line) is created to perform control and diagnostic work.

137. The schedule of departures of the mobile maintenance workshop is compiled once a quarter on the basis of the annual plan for the operation (use), maintenance and current repair of ATH vehicles and is approved by the management of the institution or body of the penal system.

137.1. The schedule indicates: routes, date of departure, return, number of days spent in each unit, composition of the working team.

137.2. Before the departure of the mobile maintenance workshop, the nature of the upcoming work on the current repair of vehicles and the need for spare parts, tools and other property are specified.

138. To ensure the work of production units, an intermediate warehouse, tool storeroom, equipment maintenance and repair site, electrical facilities and other production facilities can be created in the workstation.

139. Spare parts, components, assemblies necessary for the repair and maintenance of vehicles are purchased in the manner prescribed by the legislation of the Russian Federation.

140. A revolving fund of units, assemblies, instruments and parts is created in the ATH.

140.1. For each aggregate of the revolving fund, a card is maintained for accounting for the revolving aggregate, reflecting data on the aggregate upon receipt at the intermediate warehouse, its repair and use.

141. Stocks of serviceable units, assemblies, instruments and parts in an intermediate warehouse must ensure the operation of production units for a period of at least 3 days.

142. Maintenance of machines is carried out in accordance with the maintenance schedule, which is approved by the head of the ATH.

143. Changes in the maintenance schedules of machines are made by decision of the head or chief engineer of the ATC (in units that do not have ATC, by decision of the head of the unit).

144. Application lists (Appendix No. 16), which are documents primary accounting of maintenance and repair of machines.

145. In the AWP for the repair of units, assemblies, mechanisms, instruments and parts removed from cars, as well as for the manufacture of parts, an order is issued in two copies, which, after the repair is completed, is signed by the driver, confirming the actual performance of work on repairing the car.

145.1. After completing the work and making the necessary entries, the first copy of the order is submitted to the accounting department of the ATH, the second copy of the order for the repair of units, assemblies, mechanisms, devices and parts is attached to the application sheet issued for the machine from which the indicated units, assemblies, mechanisms, devices were removed and repair parts.

145.2. The order is the basis for posting repaired units, assemblies, mechanisms, devices, as well as manufactured and repaired parts to the warehouse.

146. Joint storage (placement) of serviceable and requiring repair units, assemblies, instruments and parts is prohibited.

147. Mobile AWS maintenance workshops are sent to institutions of the territorial bodies of the Federal Penitentiary Service of Russia, institutions directly subordinate to the Federal Penitentiary Service of Russia that do not have maintenance and repair points, appropriate equipment, trained personnel.

148. Information on the oil changes performed is entered in the vehicle's operational record book in section 9 "Oil change mark".

149. Information on the repairs carried out is entered in the vehicle’s operational record book in section 10 “Note on the passage of TO-1, TO-2, current (emergency) repairs”.

150. Conservation of machines.

150.1. Conservation is understood as the maintenance of technically sound, complete, refueled and specially prepared vehicles in a condition that ensures their safety and bringing them to readiness in the shortest possible time.

150.2. Preparation for conservation includes a set of measures to protect against corrosion and other damage to parts, mechanisms, instruments, units and vehicles in general.

150.3. The conservation of vehicles can be short-term (for up to six months) and long-term (for more than six months).

150.4. All vehicles are subject to conservation, the operation of which is not planned for a period of more than three months, and in special natural and climatic conditions - for a period of more than one month.

150.5. New vehicles and vehicles that have arrived from a major overhaul may be subject to conservation only after they have been run-in in accordance with the manufacturer's instructions.

150.6. The head of the department on whose balance sheet the vehicles are located establishes the procedure for their storage for conservation, excluding the possibility of dismantling or using them without permission.

Modern agriculture is a branch highly equipped with energy. Deliveries of tractors, cars, combines, agricultural machinery and equipment are increasing year by year. Along with quantitative changes, there are also significant qualitative changes in agricultural machinery: more powerful, energy-saturated tractors are being introduced, operating at higher speeds; wide-grip hydroficated units, new combines for harvesting grain and industrial crops, electrified and automated means of mechanization in fodder production, animal husbandry and other industries.

As technology becomes more complex, a strong maintenance and repair base is needed to ensure its high efficiency. In order to ensure the timely repair of an ever-increasing fleet of machinery, installations and equipment, the strengthening and specialization of the repair and maintenance base in the farms will continue. The efficiency of using machines depends not only on the quality and timeliness of repairs, but also on the quality and timeliness of maintenance. For a long time, maintenance of the machine and tractor fleet was carried out by machine operators working on these machines. The new equipment that enters the state and collective farms can be effectively operated only with more advanced forms of maintenance carried out by skilled workers,

Adjusters under the guidance of engineering and technical workers at stationary points equipped with diagnostic tools, equipment and essential tool.

The complex of measures for the maintenance and repair of the machine and tractor fleet and equipment requires extensive training of qualified personnel and, first of all, middle-level specialists - mechanical technicians.

Each new car(product) has certain indicators of reliability and performance, which characterize its quality.

Reliability is the property of an object (product) to perform the specified functions, while maintaining the values of the established performance indicators within the specified limits, corresponding to the specified modes and conditions for the use of maintenance, repairs, storage and transportation.

Reliability is a complex property, which, depending on the purpose of the object (product), the conditions of its operation, may include failure-free operation, durability, maintainability and storability separately or a certain combination of these properties both for the object (product) and for its parts.

Performance metrics include productivity, speed, energy consumption, fuel consumption, etc.

Repair - a set of operations to restore the serviceability or operability of an object (product) and restore the resource of an object or its components. Repair is a stage in the operation of an object (product).

Operable state (operability) - the state of an object (product), in which it is able to perform the specified functions, while maintaining the values of the specified parameters within the limits established by the regulatory and technical documentation.

Such parameters can be, for example, power, speed, productivity, fuel and lubricant consumption, performance indicators (uniformity of plowing depth, seed placement, threshing cleanliness, etc.).

Serviceability or malfunction - the state of an object (product), in which it meets all the requirements or does not meet at least one of the requirements established by the regulatory and technical documentation.

Not every malfunction is associated with a loss of performance. For example, the paint on the machine is damaged, the water pump seal is leaking, etc. Such a machine is out of order, but it remains operational.

The malfunction of the machine is the result of the appearance of malfunctions in a number of its components. In turn, the failure of the component parts is the result of defects in the interfaces and in the parts included in them.

Among the defects of machine parts are wear, deposits or deposits, deformation and destruction, changes in the properties of the material of parts and corrosion of free surfaces.

Wear. The main reasons that give rise to defects in parts is their physical or material wear. During the operation of the machine, continuous processes occur on the surfaces of parts as a result of friction, which lead to a change in the physical, mechanical and chemical properties of their material, shape, size, surface microgeometry, part mass and other indicators.

The process of destruction and removal of material from the surface of a solid body and the accumulation of its residual deformation during friction, which manifests itself in a gradual change in the size and shape of the body, is called wear. The result of wear, determined in established units, is called wear. The wear value can be expressed in units of length, volume, mass, etc. The wear of parts is determined various types friction. In machines and mechanisms, two types of friction are distinguished: by the presence and nature of movement and by the presence of lubricant.

Distinguish between mechanical wear and mechanical corrosion.

Mechanical wear occurs as a result of mechanical influences.

Corrosion-mechanical wear occurs as a result of mechanical impact, accompanied by chemical or electrical interaction of the material with the environment.

sediments. Many parts develop and malfunction due to deposits that appear on their surfaces. This is due, firstly, to the presence of abrasives in the air, oil and fuel, the gradual accumulation of particles in the oil, and, secondly, to the decomposition of materials and products involved in the operation of machines (soot, scale, coke, tar, etc.) . Deposits cause a change in heat transfer modes, the shape and size of parts, which leads to a deterioration in the performance of assembly units or a machine.

Technological process- part of the production process, containing actions to change and then determine the state of the subject of production. Thus, the assembly process is a part of the production process directly related to the serial connection of individual parts into an assembly unit; the technological process of repairing a part is is a part of the production process associated with a change in the state of the part (geometric shape, dimensions, surface quality, etc.).

A sequential description of the ongoing operations of the technological process or transitions in operations is called technological map. It contains information about the rational sequence of operations or transitions, technical requirements, operating modes, equipment, tools, materials, control methods, time to complete work, worker category, etc.

Manufacturing process- the totality of all the actions of people and tools of production necessary at a given enterprise for the manufacture or repair of manufactured products.

The production process includes not only disassembly, assembly of the machine and restoration of parts, but also quality control, transportation and storage of products, supply of electricity, compressed air, water supply and other elements of the enterprise.

In general terms, the production process for the overhaul of a complex machine consists of a number of technological processes, the sequence of which is presented in the form of a diagram.

Before starting the repair, the machine is driven to the sink, where its main elements are cleaned from contamination. Then it is distilled to the diagnostic workshop, in which the main malfunctions are detected. After that, the car is distilled to the workshop, where it is disassembled. Wash individual components and assemblies. If the engine fails, it is removed from the machine and delivered to the engine repair shop; if the transmission elements are faulty, they are delivered to the transmission repair shop. If tires (caterpillars) are damaged, they are removed and sent to a tire (caterpillar) repair shop. If frame defects are found during the diagnostics, then the workshop produces repair work. After repair, the components are sent back to the workshop and installed on the machine. If it is necessary to paint the cars, they are distilled to the painting shop. After repair serviceable car distilled in the garage.

Also on topic

Pizza with mushrooms in the oven

Useful vitamins for arthrosis

Tangerine jelly with yogurt Tangerines with gelatin

Step by step recipe for homemade egg noodles

Fried eggplant "like mushrooms" - recipe