During operation, the technical condition of the rolling stock, due to the influence of natural wear, aging, deformation and corrosion of parts, assemblies and assemblies, is continuously changing. Each of these reasons, individually or in combination with others, can cause breakdown or damage - the failure of the car, disrupting its performance and leading to the cessation of transport work. The reasons for the manifestation of truck failures, identified through experimental studies, are as follows:

Depreciation - 40%

Plastic deformation -26%

Fatigue failure -18%

Thermal destruction - 12%

Others - 4%

One of the main constantly operating causes changes in the technical condition of mechanisms is the wear of parts, the intensity of which increases during operation. With an increase in the wear of parts, the likelihood of their loss of performance increases, i.e. With an increase in the mileage of the car from the beginning of operation, the probability of its failure increases.

A huge number of variable factors influence the occurrence of a car failure. These include: the quality of the material from which the part is made; accuracy and cleanliness of parts processing; assembly quality of cars and units; vehicle operating conditions (natural and climatic conditions, quality of roads, traffic intensity, etc.); quality of operating materials; the level of organization of production for maintenance and repair of vehicles; qualifications of drivers and maintenance workers, etc.

So, for example, the use of certain driving techniques changes the rate of wear and the number of car breakdowns by 2-3 times. Those. An experienced, highly skilled driver using rational driving techniques can achieve a rate of wear and tear that is three times lower than that of an unskilled, inexperienced driver.

The processes occurring in technology and nature under the influence of a large number of variable factors, the values ​​of which are unknown, cannot be described by a rigid connection of functional dependence. Probabilistic methods are used to describe and study such random processes. A characteristic of a random variable is probability - a numerical measure of the degree of possibility of the occurrence of the event under study.

The probability of a vehicle failure g(L) for a mileage L is determined based on the processing of statistical information from the results of testing a large number of vehicles:

where: g(L) - the number of cars that failed for the run L; N - the total number of cars tested.

The probability of non-failure or, as it is commonly called, the probability of failure-free operation P (L) is directly related to the probability of failure:

The sum of the probabilities of failure and uptime is a reliable event, i.e. one of these events is a fait accompli:

The probability of failure-free operation of a car is often called a function or law of reliability. A graphical representation of the probability of failure-free operation and the probability of failure are shown in Figure 2.1.

Fig.2.1. Graph of the change in the probability of no-failure operation and the probability of failure of the car for the mileage L.

The most important indicators characterizing the performance of products are the failure rate parameter  L and failure rate(L). Bounce flow parameter i represents the number of failures per product per unit run:

where m i(L) - the number of failures of each of the N products for run L;

N is the total number of products;

L - run interval.

Failure rate (failure hazard) (L) is a function that characterizes the change in the number of failures per one operable product per unit run:

where n (L) is the number of products that have lost their functionality during the run L.

Numerous experimental studies show that the dependence of the failure rate on the run has a characteristic form (Fig. 2.2).

Rice. 2.2. Graph of the change in the failure rate depending on the mileage.

The curve of change in the intensity of failures during operation has three pronounced periods characterizing the technical condition of the rolling stock.

The first period (run-in period) is characterized by an increase in the failure rate parameter and failure rate due to the "run-in" of parts of units and assemblies. The running-in period takes a small interval compared to the total life of the vehicles. Preventive actions during this period are carried out according to the instructions of manufacturers.

In the second period (the steady state period), the most stable technical condition of the rolling stock is observed with a slight increase in the failure rate.

The third period (the "aging" period) is characterized by a sharp increase in the failure rate. Along with wear, the influence of fatigue stresses increases on the manifestation of failures during this period. Due to a sharp increase in the risk of failures, in the third period, the operation of the car becomes economically unprofitable, it has to be removed from service and sent for a major (recovery) repair or written off.

Thus, the main period for the duration of the operation of the car, which interests us, is the period of the steady wear rate of parts of components and assemblies, when the failure rate (L) is practically constant:

(L)  const

The regularity of the appearance of sudden failures with a relatively constant value of the danger of failures, in the theory of reliability, is described using an exponential law. For the exponential law, the probability of failure g(L) for the run L will be equal to:

where:  - average number of failures per unit run.

A car is a complex technical system consisting of a very large number of elements (parts), each of which has a relatively high reliability. Rare failure flows of individual elements, when considered as a whole for a car or fleet of vehicles, form a stable failure flow with a characteristic different from the failure flow of individual elements. Such failure flows in probability theory are called Poisson, and when (L) const- stationary Poisson or simple.

The probability of failure g k (L) "k" of cars per run L for the simplest failure flow is described by the expression:

To simplify the calculations, with a fairly high reliability, this expression can be replaced by a linear relationship:

Based on this dependence, given the indicators of the permissible failure probability for the car fleet and the average number of failures per unit run, it is possible to determine the frequency of maintenance L, which will provide the necessary (given) level of reliability of the car

L TO =

;

During operation, the performance characteristics of the rolling stock are constantly changing. The degree of increase in the failure rate parameter, failure rate and other parameters characterizing the technical condition of the rolling stock depends both on the design features of the vehicle and its operating conditions, and on the system of measures to maintain the rolling stock in working condition.

Vehicle maintenance and repair system

The maintenance and repair system, using the given patterns of changes in the technical condition and reliability parameters, should organize the technical operation of vehicles in such a way as to ensure the required level of reliability of their operation.

Maintenance of rolling stock in working condition and ensuring the required level of reliability of their work is carried out by carrying out preventive actions (maintenance) and performing repair work.

Maintenance serves the purpose of maintaining the operability of the rolling stock by preventive measures that reduce the wear rate of parts, assemblies and assemblies of the vehicle and prevent the appearance of their failures in the period between regular maintenance. The purpose of the repair is to restore the lost performance of the rolling stock by eliminating the failures that have occurred.

Preventive and repair impacts provide for the same goal - ensuring the transportation of goods and passengers by technically sound rolling stock. The efficiency of the maintenance and repair system depends on the organization of work and the rational interaction of all its departments that perform various functions, but are interconnected by a single goal - maintaining the rolling stock in a technically sound condition at minimal cost. At the same time, the level of working capacity of the rolling stock significantly depends on the correct choice of prevention modes - the frequency and depth (labor intensity) of preventive actions.

The random nature of the change in the technical condition of the rolling stock necessitates the implementation of preventive measures for each individual vehicle, not with a constant pre-specified nomenclature and scope of work, but in accordance with the identified actual

need. The organization of the operation of the maintenance and repair system without taking into account the randomness of events, as a rule, is the cause of frequent and long downtime of the rolling stock in the current repair and their high cost. Studies show that up to 90% of the labor and material costs allocated for maintenance and repair are aimed at performing work in the current repair area.

The maintenance and repair system for rolling stock is a complex system representing the integration of a number of production units that are closely related to each other. The work of the entire complex system as a whole depends on the work of each of them. To ensure the maximum effect from the joint work of the departments of the TO and TR system, it is necessary, first of all, to determine the most rational methods and principles for organizing production in these departments and the strategy for the operation of the TO and TR system. In our case, the strategy is understood as a certain plan of action and the corresponding principle of organizing technical impacts on rolling stock under various conditions of its operation.

There are three main strategies for preventive and corrective actions. Let's call them A, B, C:

■ Strategy "A" - performance of work on the occurrence of failures (random);

■ Strategy "B" - performance of work in a planned manner (scheduled);

■ Strategy "C" - includes elements of strategy A and B (mixed).

Strategy "A" provides for the implementation of both repair and preventive actions as needed at a random, not pre-planned time. Clarification of the scope of technical actions to eliminate self-manifested failures and quality control of work can be carried out when diagnosing a car.

The implementation of technical actions according to a random strategy is preferable for cars during their intensive wear (the third period of operation). In this period, the implementation of scheduled preventive maintenance on vehicles does not provide a sufficient level of probability of their failure-free operation.

work between planned impacts due to the impossibility to change the increasing frequency of technical impacts in a planned manner at a time when the patterns of changes in reliability characteristics are unreliable and practically unexplored.

Strategy "B" involves the implementation of all necessary preventive and repair work during the planned installation of the car into the system. The work necessary for the car to ensure a sufficient level of its trouble-free operation between scheduled installations in the system is established by the entire monitoring and diagnostic system. The frequency of planned actions (setting the car into the system) L pl is determined by the required level of probability of the car's failure-free operation P (L):

Taking into account the diagnostic resolution P d , the frequency of planned actions will be equal to:

Strategy "B" is expedient during the period of the established mode of operation of the car (the second period). However, it can also be used to keep the car in working condition and in the initial period of their operation.

Strategy "C" (mixed) has elements of both of the strategies we have considered. A mixed strategy underlies the construction of the existing preventive maintenance and repair system for vehicles. The organization of work under this strategy complies with the recommendations set out in the "Regulations on the maintenance and repair of rolling stock of road transport."

The ratio of the volumes of preventive and repair work performed under the "C" strategy depends on the quality of manufacturing, design and technical

the technical condition of the rolling stock, the organization of the technological process and the state of the production base, operating conditions, the established frequency and volume of maintenance.

The choice of strategy for technical impacts has a significant impact on the amount of costs and the efficiency of the system to maintain the rolling stock in a technically sound condition. The wrong choice of strategy can be accompanied, on the one hand, by large downtimes and volumes of work to eliminate failures (strategy on demand), and on the other hand, by an excessively large amount of preventive maintenance of vehicles and their units (planned strategy with insufficiently developed diagnostics). When choosing the most profitable strategy of technical actions, both economic and technical criteria are used.

As technical criterion technical readiness factor  t can be used, which is one of the most generalizing characteristics of maintaining the rolling stock in working condition. The highest coefficient of technical readiness is provided with the planned strategy "B" for performing technical actions (Fig. 2.3.), which is the most preferable in terms of ensuring a higher level of rolling stock performance.

Rice. 2.3. Graph of change in the coefficient of technical readiness in the process of operation with different strategies.

From an economic point of view, the preferred strategy will probably be the one that will ensure the minimum cost of maintaining the rolling stock in working condition. As studies have shown (Fig. 2.4.) and according to economic criteria during the period of running-in and normal operation of the rolling stock, the most preferable is also the planned strategy for the implementation of impacts.

Rice. 2.4. Graph of changes in the costs of maintenance and repair of vehicles during their operation with different strategies.

According to the foregoing, of all the indicated strategies for technical impacts, the planned strategy "B" is more effective. However, it should be borne in mind that the planned strategy provides for a large amount of diagnostic work, the identification and elimination of faults in the process of preventive maintenance, which is not always possible in practice due to the low resolution of diagnostics or the lack of necessary diagnostic equipment. Therefore, in the production of maintenance and repair of vehicles, a planned strategy is used to perform routine maintenance, and a random strategy is used to eliminate self-manifested and identified breakdowns and malfunctions.

In view of the foregoing, in the world practice, a planned preventive system for performing technical actions is used to maintain vehicles in working condition. This system consists in the planned (preventive) performance of routine maintenance and repair as needed. The choice of modes of planned technical impacts is important for ensuring a given level of non-failure operation of vehicles and reducing the cost of their maintenance and repair. There are various methods for establishing rational maintenance regimes: technical - economic; economics - probabilistic; probabilistic, etc.

The technical and economic method consists in determining the frequency of maintenance L opt by the minimum specific total costs

for maintenance and repair of vehicles per unit of mileage (Fig. 2.5).

Rice. 2.5. Technical and economic method for determining the frequency of maintenance.

Due to the different modes of operation of cars, their units and parts, the need for their repair also arises through various runs.

Different periodicity of maintenance and TR require parts, assemblies, assemblies with different reliability indicators (Fig. 2.6.). However, given that it is practically impossible to install and perform maintenance of all units, assemblies and parts separately at different intervals, they are carried out at average intervals.

Rice. 2.6. Reliability indicators of various groups (1,2,3) of parts.

To solve the problems of ensuring a predetermined level of reliability of the operation of vehicles, the method of determining the frequency of maintenance according to the maximum permissible value of the level of the technical condition of the rolling stock is of interest (Fig. 2.7.). It consists in determining the frequency of maintenance according to the maximum permissible level of the parameter of the technical condition of the rolling stock based on the pattern of its change in mileage. The maximum permissible level of technical condition is set for each unit or group of parts, depending on the nature of their work, operating conditions, type of transportation, etc.

Rice. 2.7. Determination of the frequency of maintenance of parts (assemblies) of various groups (1,2) according to the level of probability of no-failure operation.

With this method of determining the frequency of impacts, it becomes possible to manage the reliability of the car fleet, which consists in assigning maintenance intervals that provide a given level of reliability (probability of failure-free operation) of various groups of parts and assemblies.

According to the existing provision for MOT and TR, the car is routinely installed (by mileage or calendar terms) for the next maintenance, during which a pre-planned amount of routine maintenance is performed in specialized areas. The list of works associated with maintenance repairs and some routine maintenance is specified when diagnosing a car.

Diagnostics reveals failures and malfunctions of the car and determines the amount of work to eliminate them. Identified failures and malfunctions are eliminated in the main production using units and assemblies repaired in auxiliary production shops.

At the current level of development, diagnostics cannot yet establish the technical condition of all individual connections of vehicle components and parts, the testability of which ranges from 0.5 to 0.74. As a result, 25 - 50% of all car maintenance work has to be regulated by the implementation of the corresponding range of work. Diagnostics can detect failures of individual systems and components with a probability (reliability) of 0.8 - 0.85. According to the research, up to 40% of all malfunctions are self-manifested failures that are eliminated in the current repair area.

In the future, with the development of the design of vehicles and diagnostic tools, it is expected to increase the overall testability of vehicle components and assemblies and the resolution of diagnostics, which will help reduce the amount of work of random effects and increase the likelihood of trouble-free operation of the rolling stock.

Organizational structures and methods of operation of the M&T system

The interconnected and orderly work of individual units of the system is the essence of the organization of the work of the system as a whole. Therefore, for the analysis of the operation of the TO and TR system, this organizational structure is of particular interest. The organizational structure of the system should be understood as the established division of labor between people, their grouping in the system and its subdivisions, which determine the sequence and order of work.

The organizational structure of the MOT and TR system of cars depends on the principle of work, in accordance with which the technology of the production process is built. The principle of production can be of two types: technological and subject. In the first case, production is based on technological operations (EO, TO-1, TO-2, TR), in the second - a car (unit) and its ability for trouble-free transport operation.

Rice. 2.8. Organizational structures of the system of TO and TR of cars in the ATP.

The choice of a production structure with a rational, technologically justified distribution of work among shops, sections and workplaces, taking into account specific conditions and technological links between all subsystems and their elements, is the basis for making many organizational decisions. The production structure of the maintenance and repair system must comply with the adopted strategy and organization of its work.

Three types of production structures are used in ATP: technological, subject, mixed (subject-technological) (Fig. 2.8).

The work of the main production with the technological structure is built according to the method of specialized teams. Each team specializes in

performing only one of the types of technical impacts (EO, TO-1, TO-2, TR), which ensures the technological homogeneity of each section, increases the productivity of work due to specialization.

With the existing planned preventive maintenance and repair system, the technological structure has become widespread in the organization of work in the main production. However, due to the violation of the systemic principle of the relationship between various types of technical influences, the management of the entire system as a whole becomes more complicated, because the end result of the labor of disparate groups of workers is not a car, but only a certain technical impact. This makes it difficult to control the quality of work performed and pay for labor according to the final result. The most significant drawback of this type of structure is the low quality of car maintenance and repair, which leads to an increase in random failures, an increase in downtime in repairs and a decrease in the technical availability of the car fleet.

The subject structure of production can be built according to subject automobile or subject aggregate principles.

With an aggregate (aggregate-divisional) structure, specialized integrated teams are created to perform a set of works (TO-1, TO-2, TR) for individual groups of units and mechanisms assigned to this team. The aggregate structure makes it possible to increase the productivity of individual workers in comparison with the technological structure due to the specialization and mechanization of work, the responsibility for the quality of work performed by a group of units for the entire fleet of vehicles is specified. But it should be noted that with such a structure, the systemic principle of maintenance and repair is also violated, i.e. as the end result of labor, individual units are considered, and not the car as a whole.

As the practice of the work of the ATP has shown, the use of an aggregate structure is the most appropriate when organizing the work of auxiliary production.

The subject automobile structure differs from the aggregate structure in that the object of labor of repair workers is not a group of units, but the car as a whole. With such a structure, maintenance is carried out according to the need, determined by the diagnostics, by one integrated team for one vehicle entry into the system. This makes it easier to take into account the assessment of the quality of work performed by the team in terms of the failure-free operation of vehicles on the line. The disadvantages of this structure include some organizational difficulties in the distribution of spare parts, garage equipment and production areas among teams and the need for universalization of repair workers.

Considering that the subject automotive organizational structure of the maintenance and repair system contributes to an increase in the responsibility of repair workers for the technical condition of the rolling stock and improving the quality of maintenance and repair, it seems appropriate to use it when organizing work in the main production. The disadvantages inherent in this structure can be reduced through the appropriate organization of the work of complex teams and various managerial influences. So, when fixing repair teams for a group (column) of cars and simultaneously performing maintenance and repair work in one car into the system, it is possible to achieve high quality of work and a significant increase in the reliability parameters of cars in operation.

The mixed subject-technological structure of the organization of work has the advantages and disadvantages of the subject and technological structures listed above. A mixed structure is used in some ATPs to organize the work of the main and auxiliary industries. For example, according to the technological principle, work can be carried out on SW and TO-1, and according to the subject principle - TO-2 and TR. The structure can also be classified as mixed, when the units are repaired according to the subject principle, and the cars are serviced and repaired according to the technological principle. Each of the considered structures has its own specifics, its own method.

organization of production, has certain advantages and disadvantages. Each of them has its own organization of workplaces.

The organization of workplaces differs primarily in the type of production posts for performing basic operations and individual elements of the technological process, which determines the number of stages and the sequence of performing operations of technical impacts. Car maintenance and repair can be organized at specialized posts, production lines or universal posts.

Specialized posts are used to perform certain types of maintenance and repair. So in the main production at specialized posts, some nomenclature work (lubricating, fastening, etc.) can be performed, in auxiliary production they can be used to organize work on individual components and assemblies (maintenance and repair of the engine, electrical equipment, etc.). Diagnostic work is also carried out, as a rule, at specialized posts.

A further development of the method of specialized posts was the in-line method of organizing work. With the in-line method of performing actions at each post, it is necessary to perform work in a strictly established order for a limited time in accordance with the line tact. However, as we pointed out earlier, the volume of one or another impact on the rolling stock is a random variable that depends on numerous factors and has a large dispersion from its mathematical expectation. As a result, asynchrony occurs in the operation of posts, which in a number of cases leads to loss of working time, downtime of equipment and rolling stock.

With a planned strategy for placing rolling stock into the system, it is most expedient to use the subject organization of work (automobile in the main production and aggregate in the auxiliary). In this case, work in the subsystems of diagnostics and auxiliary production, as a rule, is performed at specialized posts, and in the main production at universal posts.

The principles of work organization and production technology, taking into account the characteristics of the enterprise and operating conditions, must be worked out in detail and provided for in the process of technological design.

1.4 Ensuring vehicle performance

During the operation of the car, a change in its technical condition and units occurs, which can lead to partial or complete loss of performance. There are two ways to ensure the performance of vehicles in operation at the lowest total material and labor costs and loss of time: maintaining performance, called maintenance, and restoring performance, called repair.

The current Regulations on the maintenance of rolling stock road transport defined preventive maintenance and repair system by the aggregate method (Fig.). A feature of this system is that preventive work on rolling stock is carried out in a planned manner after the established mileage, and repair work related to the elimination of failures and malfunctions that have arisen during operation, as needed.

The main purpose of vehicle maintenance is to prevent and delay the moment of reaching the limit state. This is ensured, firstly, by preventing the occurrence of a failure by monitoring and bringing the parameters of the technical condition of vehicles (unit, mechanism) to nominal values ​​or close to them; secondly, a warning from the moment of failure as a result of a decrease in the intensity of changes in the technical condition parameter, a decrease in the wear rate of mating parts due to lubrication, adjustment, fastening and other work. TO-1 and TO-2 are produced upon reaching a certain mileage (depending on the type and model of the vehicle, TO-1 - after 2-4 thousand km, TO-2 - 6-20 thousand km). At TO-1, diagnostics and maintenance of units that ensure traffic safety are carried out, at TO-2 - diagnostics and maintenance of elements that ensure the traction and economic properties of the car.

Rice. 1.2 Scheme of a preventive maintenance and repair system for vehicles

The main purpose of the SA, held in Belarus twice a year, is to prepare vehicles for operation in the cold and warm seasons. For general climatic conditions, CO is combined mainly with TO-2 or TO-1 with a corresponding increase in the labor intensity of the main type of service.

Maintenance operations are carried out with preliminary control. The main method for performing control work is diagnostics, which is designed to determine the technical condition of the vehicle, its units, components and systems without disassembly and is a technological element of maintenance.

In addition to direct maintenance work, maintenance also includes work carried out to maintain proper appearance and sanitary condition of the car: cleaning, washing and drying.

In the process of regular maintenance, the parameters of the technical condition are maintained within the specified limits, however, due to wear of parts, breakdowns and other reasons, the resource of the car (unit, mechanism) is consumed, and at a certain moment the car can no longer be operated normally , i.e. there comes such a limiting state of it that cannot be eliminated by preventive maintenance methods, that is, the car requires the restoration of lost performance - repair.

Repair is intended to restore and maintain the operability of the mechanism, assembly, unit and vehicle as a whole, eliminate malfunctions that occur during operation and are identified during maintenance. As a rule, repairs are carried out as needed (when the product reaches the limit state) and includes control and diagnostic, disassembly, assembly, adjustment, metalwork, welding and some other types of work. Typical for repair work are their significant labor intensity, cost, the need for partial or complete disassembly of the product to restore or replace parts, the use of fairly complex machine tools, welding, painting and other equipment for repair.

All types of car maintenance are carried out in the scope of the given exemplary lists of basic maintenance operations. If during maintenance faults that cannot be eliminated by adjustment are detected, the corresponding parts (assemblies) are repaired or replaced.

Section 2Vehicle maintenance and repair system

Road maintenance and repair system Vehicle

For many decades, a system of maintenance and repair of vehicles has been formed in the Republic of Belarus, which consists of a large number of constituent elements (Fig. 2.1). Each of the elements performs a specific function in solving specific problems. transport service and repair of vehicles. Their work is coordinated in space and time. The slightest disruption in the functioning of at least one element leads to a decrease in the socio-economic efficiency of transport services for the country's economy, maintenance and repair of cars and other transport devices, including road construction equipment. The system must be constantly developed and improved. All three subsystems play a large and important role in the functioning of the system.

Rice. 2.1 Maintenance and TR system of vehicles

Basic regulatory documents, terms and definitions for the maintenance and repair of vehicles

The fundamental regulatory document for the maintenance and repair of cars in our country, on the basis of which planning and organization of maintenance and repair are carried out and a number of related regulatory and technological documents are developed, is the "Regulation on maintenance and repair rolling stock of road transport.

To promptly take into account the ongoing changes in the design of vehicles and their operating conditions, the "Regulation" provides for two parts.

The first part, containing the basics of maintenance and repair of rolling stock, defines the system and technical policy on these issues in road transport. The first part establishes: the system and types of maintenance and repair, as well as the initial standards governing them; classification of operating conditions and methods for adjusting standards; principles of organization of production of maintenance and repair at ATP; standard lists of maintenance operations and other fundamental materials.

The second part includes specific standards for each basic model operated in Belarus and its modifications.

2.2.1 Basic concepts used in the technology of maintenance and operation of vehicles

rolling stock of road transport- cars and trucks, buses, trailers, semi-trailers; serviceable condition (serviceability) of the rolling stock - the state in which it meets all the requirements of regulatory and technical documentation; faulty condition (failure) of the rolling stock - a state in which it does not comply with at least one of the requirements of regulatory and technical documentation; operational state of the rolling stock - a state in which all its parameters characterizing the ability to perform the specified functions comply with the requirements of regulatory and technical documentation; inoperable state of rolling stock - a state in which the value of at least one parameter characterizing the ability to perform specified functions does not meet the requirements of regulatory and technical documentation; refusal - an event consisting in a violation of the operational state of the rolling stock (object); operating time - the duration of the object; time between failures - operating time of the object from the end of the restoration of its operability until the next failure occurs; reliability- the property of the object to continuously maintain a healthy state for some time or operating time; maintenance (MS) of rolling stock - a set of operations to maintain it in working condition; frequency of maintenance of rolling stock - operating time in kilometers (km) between a given type of maintenance and the next one of the same type; repair (R) of rolling stock - a set of operations to restore its serviceability or performance; current repair (TR) of rolling stock - repair performed to ensure or restore its performance and consisting in the replacement and (or) restoration of components; low labor intensity repairs repairs carried out in conjunction with maintenance; overhaul (CR) of rolling stock - repairs performed to restore its serviceability and resource (up to 80%) with the replacement or restoration of any of its parts, including basic ones; refurbishment (VR) of rolling stock - repairs carried out in order to restore the functional serviceability of the rolling stock, which is not subject to major repairs according to specifications; rolling stock diagnostics - determination of its technical condition and reasons for failure; the complexity of maintenance (repair) - labor costs for carrying out one maintenance (repair) of this type; resource - operating time of the object from the beginning of its operation to reaching the limit state; normative and technological documentation for maintenance and repair is documentation that includes: recommendations, standards and methodology for their correction, technologies, guidelines, overhaul guidelines, etc.; maintenance tools and repair - this is the production and technical base (buildings, structures, equipment, fixtures, equipment, tools) and logistics.

Purpose and fundamental principles of the system of maintenance and operation of vehicles

Knowledge of the quantitative and qualitative characteristics of the patterns of changes in the parameters of the technical condition of vehicles and their elements allows you to manage their performance and technical condition. In practice, this is realized by performing three types of impacts: competent operation (use), maintenance and repair.

Appointment Maintenance (THEN) is to maintain the vehicle’s performance by measures that reduce the wear rate of associated parts (for example, reduce the coefficient of friction by lubricating rubbing surfaces with appropriate oils), as well as preventing sudden failures in the operation of individual components, mechanisms and assemblies (by diagnostic, adjusting , fastening and other works), providing savings in operating materials and reducing the negative impact on the environment. Thus, car maintenance is a preventive measure, carried out systematically, forcibly, at regular intervals and including a certain set of works.

Prevention of failures and malfunctions requires regulation of maintenance, i.e. regular maintenance according to the plan for performing certain maintenance operations with a specified frequency and labor intensity. The list of operations performed, their frequency and complexity as a whole constitute the maintenance regime. The current maintenance system provides for the following types of maintenance, which differ in frequency (Table 2.1), the list and labor intensity of the work performed: daily maintenance (EO), first maintenance (TO-1), second maintenance (TO-2), seasonal service(CO).

Table 2.1 Standards for the frequency of maintenance of rolling stock

Type of rolling stock	Standards for the frequency of maintenance, not less than, km
Cars	Once a working day, regardless of number of work shifts
Buses
Trucks, buses based on trucks or using their main units
Mining dump trucks
Trailers and semi-trailers
Trailers and semi-trailers

In our country, the maintenance and repair of cars, as well as other machines and mechanisms (agricultural machines, ships, aircraft, diesel locomotives, machine tools, presses, etc.), is carried out on a planned basis, which is a preventive maintenance and repair system , which consists of a set of interrelated provisions and norms that determine the procedure for carrying out maintenance and repair work in order to ensure the specified indicators of the quality of cars during operation. The road transport of most countries also uses a planned preventive system, according to which maintenance is preventive, preventive in nature and is performed regularly after a certain operating time (mileage) of the car, and repairs are usually performed as needed. , i.e. after the occurrence of a failure or malfunction.

The following requirements are imposed on the vehicle maintenance and repair system:

a) ensuring the specified levels of operational reliability
ness of the car park with rational material
real and labor costs;

b) its planned and normative nature, which allows planning
to organize and organize maintenance and repair at all levels,
ranging from ATP to nationwide planned and
decision makers;

c) mandatory for all organizations and enterprises,
owning motor vehicles, regardless of
from their departmental subordination (with the exception of
loans from organizations of the Ministry of Defense, the Ministry of Internal Affairs and the FSB);

d) specificity, accessibility and suitability for management
and decision-making by all links of engineering and
technical service of road transport;

e) the stability of the basic principles and the flexibility of specific
standards that take into account changes in operating conditions
tation, design, quality and reliability of vehicles;

f) taking into account the diversity of vehicle operating conditions.
The fundamental foundations of the organization and standards of MOT and TP are regulated in Belarus by the “Regulations on the maintenance and repair of rolling stock of road transport”, which is the result, firstly, of ongoing scientific research in the field of technical operation of vehicles; secondly, the experience of advanced ATP; thirdly, the work carried out by the automotive industry to improve the quality of cars.

The fundamental basis for building a maintenance and repair system are:

the goal that is set for road transport and its subsystem - technical operation;

vehicle operating conditions;

the level of reliability and quality of cars;

legal and organizational and technical restrictions.

Maintenance includes 8-10 types of work (lubricating, fastening, adjusting, control, diagnostic, etc.) and more than 150-280 specific service objects, i.e. units, mechanisms, parts that require preventive actions.

Each node, mechanism, connection can have its own optimal frequency of maintenance. If you follow these intervals, then the car as a whole should be sent almost continuously for maintenance of each connection, mechanism, unit, which will cause great difficulties with the organization of work and additional loss of working time, especially in preparatory and final operations.

Therefore, after selecting from the totality of actions those that must be performed during maintenance, and determining the optimal frequency of each operation, the operations are grouped into types of maintenance. This makes it possible to reduce the number of car rides for maintenance and downtime in maintenance and repair.

2.4 Planned preventive system for maintenance and repair of vehicles

Vehicle operating conditions (road quality, slopes and ascents, speed, tire pressure, air temperature and humidity, wheel rolling conditions on the road, the presence of a sand-salt mixture on the road surface, etc.) significantly determine the level of its performance and durability. The experience and qualifications of the driver, his production culture at the same time are significant factors influencing the choice of optimal parameters for the operation of the car.

The need to maintain a high level of operability requires that the majority of failures and malfunctions be prevented, i.e., the operability of the product should be restored before a failure or malfunction occurs. Therefore, the task of operation and maintenance is mainly to prevent the occurrence of failures and malfunctions, and repair - to eliminate them (restoring performance).

The basis for the organization of ensuring the operational state of the rolling stock of road transport in operation is a preventive maintenance and repair system. Maintenance and repair of rolling stock are carried out at the production and technical base of business entities of any form of ownership, performing work in accordance with the requirements of regulatory and technological documentation, having a certificate or other permit for the performance of these works (except for their own needs).

Lecture #4

Topic: Basic standards for maintenance and repair of cars and their correction.

Basic standards for maintenance and repair of vehicles and their correction.

Organization of car diagnostics.

4. Diagnostics and management of the technical condition of vehicles.

Basic standards for maintenance and repair of vehicles and their correction

One of the most important principles of the rational organization of maintenance and repair of vehicles is the use of reasonable standards for the implementation of preventive and repair work. In technical operation, there are standards: the frequency of maintenance, the complexity of maintenance and repair, the duration of maintenance and repair, as well as the resource up to overhaul(KR).

The fundamental regulatory document governing the planning, organization and maintenance of maintenance and repair of vehicles, the definition of resources, is "Regulations on the maintenance and repair of rolling stock of road transport"(hereinafter referred to as the Regulation).

In modern conditions, control over the quality of compliance with the regulations for the maintenance and repair of vehicles is ensured thanks to the existing system of certification of the production and technical base (PTB) and the completeness of maintenance and repair services.

For the operational accounting of changes in the design of vehicles and their operating conditions, the Regulations provide for two parts.

The first part contains the main provisions for the organization of maintenance and repair of rolling stock. This part establishes: the system and types of maintenance and repair, as well as the initial standards governing them; classification of operating conditions and methods for adjusting standards; principles of organization of production of maintenance and repair in a motor transport organization (ATO); standard lists of maintenance operations and other fundamental materials.

The second part (normative) includes specific standards for a number of basic car models and their modifications. In order to objectively take into account changes in cars produced by model (domestic production), this part is developed and supplemented at intervals of 3-5 years in the form of separate annexes to the 1st part.

Maintenance and repair standards, established by the Regulations refer to certain operating conditions, called reference. Behind reference conditions the operation of basic models of vehicles with mileage from the start of operation within 50 ... 75% of the norm of mileage to the KR, under operating conditions of category I in a temperate climatic region with moderate environmental aggressiveness, was accepted. At the same time, it is envisaged that maintenance and current repairs (TR) are carried out at an enterprise that has a PTB for servicing 200 ... 300 vehicles, which make up no more than three technologically compatible groups.

When working in other, different operating conditions, the reliability and durability of vehicles change, as well as labor and material costs to ensure their performance. Therefore, maintenance and repair standards are being adjusted.

The type of correction regulated by the Regulations (resource) is aimed at adjusting the standards depending on the change in the level of reliability of vehicles operating in various operating conditions. This adjustment leads to a change in the material resources required for maintenance and repair of vehicles in various operating conditions.

The following five main factors are taken into account in the adjustment.

1. Category of operating conditions. Correction of standards for maintenance and repair of vehicles, depending on the operating conditions, is carried out in accordance with their classification, which includes five categories of operating conditions.

The category of vehicle operating conditions is characterized by the type of road surface, the type of terrain along which the road runs, and traffic conditions and are taken into account by the coefficient K 1, which is used to correct the labor intensity of maintenance and repair (1.0 ... 1.5), mileage to capital repair (1.00 ... 0.6) and consumption of spare parts (1.0 ... 1.65), frequency of maintenance (1.0 .... 0.6).

2. Rolling stock modification and organizational features
his works. When forming the standards, the need to adjust them by type and modification (design purpose: cars with trailers, dump trucks, etc.) of the vehicle is taken into account, taking into account the specifics of its transport activity.

Modification of the rolling stock and features of the organization of its work in accordance with the "Regulations on the maintenance of the rolling stock of road transport" are taken into account by the coefficient K 2, which is used to adjust the labor intensity of maintenance and repair (1.0 ... 1.25), mileage to overhaul (1.00...0.75) and consumption of spare parts (1.0...1.3).

3.Natural and climatic conditions are taken into account when determining the frequency of maintenance, the specific labor intensity of TR and the mileage standards before overhaul. Correction for natural and climatic conditions is carried out using the coefficient K 3, which accordingly changes taking into account the aggressiveness of the environment when determining: the frequency of maintenance - from 0.72 to 1.0; specific labor intensity TR - from 0.9 to 1.43; when determining the mileage to the first overhaul - from 0.63 to 1.1; spare parts consumption - from 0.9 to 1.54.

4.Mileage since start of operation(vehicle age) is taken into account when adjusting the specific labor intensity of the TR of cars. Age adjustment in accordance with the Regulations is carried out using the coefficient K 4 .

For trucks this coefficient corrects the labor intensity, changing from 0.4 (for a mileage that is less than 25% of the vehicle's resource to CR) to 2 or more with a car mileage that is 1.75...2 times higher than the resource to CR.

Depending on the mileage from the beginning of operation to the overhaul, the duration of the car's downtime for maintenance and repair also changes, which is taken into account by the coefficient K` 4, varying within 0.7 ... 1.4. When the car mileage exceeds its value before the first overhaul, the value K "4 is taken equal to 1.4.

5. Rolling stock concentration level. When adjusting the standards, the size of the ATO and the variety of brands of the serviced fleet are taken into account. The latter is taken into account by the number of technologically compatible groups, i.e. groups that require the same maintenance facilities (posts, equipment) for vehicles in the fleet for maintenance and repair (at least 25 in a group). The correction factor is the coefficient K 5.

Correction by this coefficient does not make sense in small, single and low-grade ATOs.

Resulting ratio correction is obtained by multiplying the corresponding coefficients, while it should not be less than 0.5.

In addition to the specified type of adjustment (resource) in relation to organizations, there is a second type - operational, which is carried out directly in the ATO and aims to improve the performance of vehicles by changing the composition of maintenance operations, taking into account the design, operating conditions of vehicles and the features of this ATO.

Operational adjustment is carried out only after the introduction in the ATO of the initial standards recommended by the Regulations.

This type of correction is based on the objective data of the current system for recording malfunctions, maintenance and repair costs, as well as the results of diagnostic work.

The main method of operational correction is a joint analysis of maintenance and diagnosis operations actually performed in a given ATO and the resulting need for related technical work, which are directly related to the modes and quality of preventive maintenance.

Basic concepts of diagnostics.

To improve the efficiency of maintenance and repair of vehicles, individual information about their technical condition before and after maintenance or repair is required. At the same time, it is necessary that the receipt of this information be accessible, would not require disassembly of units and mechanisms and high labor costs. Individual information about latent and imminent failures helps to prevent premature or late repairs and preventive maintenance, as well as to control the quality of work performed.

The means of obtaining such information is technical diagnostics cars.

Technical diagnostics called the branch of knowledge that studies the signs of car malfunctions, methods, tools and algorithms for determining its technical condition without disassembly, a. also the technology and organization of the use of diagnostic systems in processes technical operation rolling stock.

Diagnosis called the process of determining the technical condition of an object without disassembling it, according to external signs, by measuring the quantities characterizing its condition and comparing them with the standards. It provides the vehicle maintenance and repair system with individual information about their technical condition and, therefore, is an element of this system. Diagnosis of this object (car, unit, mechanism) is carried out according to the algorithm (set of sequential actions) established by the technical documentation. The complex, including the object, tools and algorithms, forms a diagnostic system.

The object of the diagnostic system is characterized by the necessity and possibility of diagnosing. In turn, the need to diagnose a car is determined by the patterns of changes in its technical condition and the cost of maintaining performance. The possibilities of diagnosing are due to the presence external signs, allowing you to determine the malfunction of the car without disassembling it, as well as the availability of measuring these signs.

Diagnostic tools are special devices and stands. They are divided into external (separate) and built-in, which are integral part car. When diagnosing, not only measuring technical means, but also the subjective capabilities of a person, his senses, experience, skills; in the simplest cases, subjective diagnosis is used, and in complex cases, objective diagnosis.

Diagnostic systems are divided into functional when the diagnosis is carried out during the operation of the object, and test, when, when measuring diagnostic parameters, the operation of the object is reproduced artificially. Distinguish systems universal, intended for several different diagnostic processes, and special, providing only one diagnostic process.

Diagnostic systems can be general, when the object is the product as a whole, and the purpose is to determine its state at the level of "good or bad" and local,- for diagnosing the component parts of the object (aggregates, systems, mechanisms). In addition, diagnostic tools can be manual or automated.

Predicting the technical condition of a car is understood as determining the period of its good work up to the occurrence of the limit state, due to technical documentation (GOSTs, industry standards, factory instructions). An assessment of the technical condition of an object in the past (for example, to identify the cause of an emergency failure that led to a traffic accident) is called flashback. Practical problems of forecasting or retrospection are solved using the known patterns of changes in the parameters of the technical condition of an object in the function of operating time (mileage) by extrapolating or interpolating them, respectively.

There are periodic and continuous diagnostics. The first is carried out after certain periods of operation of the object before maintenance or repair of the car, and the second with the help of diagnostic tools built into the car, during its operation.

1. Rules for the provision of services (performance of work) for the maintenance and repair of motor vehicles (Approved by Decree of the Government of the Russian Federation dated June 24, 1998 No. 639)

2. Regulations on the maintenance and repair of rolling stock of road transport, M., Transport, 1986
3. GOST 25478–91 “Vehicles. Requirements for the technical condition and traffic safety conditions. Verification Methods»
4. GOST 17.2.2.03–87 Nature Protection. Atmosphere. Norms and methods for measuring the content of carbon and hydrocarbons in the exhaust gases of vehicles with gasoline engines. Safety requirements"
5. GOST 21393–75 “Cars with diesel engines. Exhaust fumes. Norms and methods of measurements. Safety requirements"
6. RD 37.009.010-85 "Guidelines for the organization of diagnosis cars at the service station "Auto maintenance", M., 1985
7. RD 200-RSFSR150150-81 "Guidelines for the diagnosis of the technical condition of the rolling stock of road transport", M., 19821
8. RD 37.009.024–92 “Acceptance and release from repair of car bodies by car maintenance enterprises”, AvtoselkhozmashHolding, 1992
9. GOST 9.032–74 “Paint and varnish coatings. Soils, technical requirements and designations»
10. GOST 9.10580 “Paint and varnish coatings. Classification and main parameters of staining methods "
11. GOST 9.40280 “Paint and varnish coatings. Preparation of metal surfaces before painting
12. GOST 9.01080 “Compressed air for spraying paints and varnishes. Technical requirements. Control methods"
13. GOST 9.41088 “Polymer powder coatings. Standard technological processes»
14. RD 3112199017894 "Protection of the rolling stock of road transport from corrosion", Ministry of Transport of the Russian Federation, M., 1994
15. Terms of use car tires, Approved Ministry of Industry of the Russian Federation, Ministry of Transport of the Russian Federation, M., 1997
16. OST 20000195 "Tires and tubeless tires suitable for repairing local damage to tires and tubes"
17. OST 384717095 "Pneumatic car tires and tubeless tires retreaded by applying a new tread"
18. OST 20000295 “Tires and tubeless tires that have undergone repair of local damage. Specifications»
19. OST 384717195 "Pneumatic car tires and tubeless tires suitable for retreading by applying a new tread"
20. GOST 95991 “12V lead-acid starter batteries for automotive and motorcycle equipment. General technical conditions»
21. GOST 2911191 Lead-acid batteries. Part I. General requirements and test methods
22. GOST 354475 “High and low beam headlights for vehicles. Specifications»
23. GOST 394084 “Automotive and tractor electrical equipment. General technical conditions»
24. GOST 436481 "Pneumatic brake systems drives vehicles»
25. GOST 696472 "External signal and lighting lamps for vehicles, tractors, self-propelled vehicles and trailers. Technical requirements"
26. GOST 1098474 “External light signaling devices for cars, tractors, trailers and other vehicles. Light and color characteristics. Norms and test methods»
27. GOST 1869973 “Electric glass cleaners. Technical requirements"
28. GOST 22895–77 “Brake systems and braking properties of motor vehicles. Efficiency standards. Technical requirements"
29. GOST 23181-78 "Drives internal combustion piston. Nomenclature of diagnostic parameters»
30. GOST 23435–79 “Reciprocating internal combustion engines. Nomenclature of diagnostic parameters»
31. GOST 2138989 “Trucks. General technical requirements»
32. NIP 2.3.5.021-94 "Sanitary rules for food trade enterprises"
33. P 11 "Sanitary requirements for the transportation of food products" Approved. ch. doctor of the USSR 16.04.91
34. GOST 20228–74 “Torque converters for trucks, buses and tractors. Main settings"
35. GOST 3396–90 “Leaf springs for automotive vehicles. General technical conditions»
36. GOST 29307–92 “Road transport. Motorcycles. Methods for measuring fuel consumption»
37. OST 37.004.016–84 “Motorcycles repaired. General technical requirements»
39. OST 37.004.017-84 "Motorcycles repaired"
40. MU-200-RSFSR-12-0016-84 "Guidelines for the control and optimal adjustment of power supply systems for gas equipment of vehicles running on LNG", NIIAT, 1994
41. RD-200-RSFSR-12-0185-87 "Manual for the operation of vehicles running on liquefied natural gas"
43. MU-200-RSFSR-12-0163-87 "Guidelines for the operation of gas-diesel vehicles running on liquefied natural gas"
44. RD-200-RSFSR-12-0111-87 “Regulations on the temporary point for the periodic inspection of automobile cylinders for LNG. Classifier of defects in automobile cylinders”, NIIAT, 1997
45. IO-200-RSFSR-15-0077-83 "Typical technology for performing routine maintenance of the first, second and seasonal maintenance of cars ZIL 138A (138I), GA3 5327, GAZ 5227", M, 1983
46. ​​GOST 94973 "Steel cylinders of small and medium volume for gases at PP / 19.6 MPa (200 kg / cm2)
47. MU-200-RSFSR-12-0052-85 "Typical technology for testing fuel systems vehicles running on compressed natural gas”, NIIAT, 1985
48. RT-200-RSFSR-15-0082-84 "Temporary guide for the current repair of ZIL 138A (138I), GA3 5227 vehicles running on natural gas", M., 1984
49 RT-200-RSFSR-15-0087-84 "Guidelines for the current repair of vehicles running on compressed natural gas", NIIAT, 1984
50. TU 152-12-007-99 “Cars. Re-equipment of trucks, cars and specialized vehicles into gas-balloon ones for operation on compressed natural gas. Acceptance for re-equipment and release after re-equipment. Testing of gas fuel systems”, NIIAT, 1999
51. TU 152-12-008-99 “Cars and buses. Re-equipment of trucks, cars and buses into gas-balloon ones for operation on liquefied petroleum gases. Acceptance for re-equipment and release after re-equipment. Testing of gas balloon systems”, NIIAT, 1999
52. RD-200-RSFSR-12-0227-88 "Guidelines for the conversion of trucks with diesel engines to run on LNG", NIIAT, 1988.
53. TU-200-RSFSR-12-538-86 “Specifications. Re-equipment of cars running on compressed natural gas. Acceptance for re-equipment and release after re-equipment, testing of fuel systems, NIIAT, 1986
54. RD-200-RSFSR-12-0176-87 "Guidelines for the organization and implementation of the conversion of automobile rolling stock to operate on liquefied petroleum gas", NIIAT, 1987
55. RD 3112199-0182-94 " Normative base certification of services for the conversion of automobile rolling stock to run on gas fuel”, M., 1994
56. RTM-200-RSFSR-12-0014-84 "Guidelines for the organization and implementation of the conversion of automobile rolling stock to run on compressed natural gas", NIIAT, 1994
57. OST 37.001.211–78 “Safety of vehicle design. The internal equipment of salon and bodies of cars. Technical requirements and test methods»
58. Law of the Russian Federation "On certification of products and services", Post. RF Armed Forces No. 51531 dated June 10, 1993, amended. from 27.12.95
59. GOST R “Certification system for maintenance and repair of ATE. Certification Rules»
60. RD 37.009.026-92 "Regulations on the maintenance and repair of vehicles owned by citizens (cars and trucks, buses, minitractors)".

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

Posted on http://www.allbest.ru/

• Introduction
• 1. Structure of the division
• 2. Organization of car maintenance

3. Assessment of the reliability of vehicles in operation

4. Organization of work

5. Equipment and tools used in the maintenance and repair of vehicles

6. Activities related to personnel

7. Labor protection at the enterprise

8. Measures to ensure traffic safety

9. Measures for environmental protection

10. Fire safety at the enterprise

11. Routing

Bibliography

• Introduction
• During the period from 16.02.09 to 05.04.09. I had a technological practice at Rassvet LLC.
• During the internship, I performed work at the fuel equipment repair site.
• During my internship, I did the following:

1. studied technical documentation for the operation of rolling stock;

3. got acquainted with the organizational structure of the unit;

4. studied the nomenclature, specifications technological equipment for maintenance and repair of vehicles;

5. studied the technological processes of maintenance and repair of cars;

6. got acquainted with labor protection, safety measures, fire safety

7. studied the functions of a technician, site foreman, QCD mechanic, dispatcher;

8. completed an individual task (studying the device, maintenance and repair of the carburetor, drawing up a technological map for the maintenance of the carburetor and selecting equipment for the fuel equipment repair site) as directed by the head of practice from the college.

1 . Unit structure

1. The enterprise is subordinate to the entrepreneur.

2. The enterprise is a commercial organization.

3. The enterprise is legal entity, has an independent balance sheet, settlement and other bank accounts, a round seal containing the full company name in Russian, an indication of the location of the enterprise, as well as a stamp, forms, company name and trademark.

4. Firm name of the enterprise: Danko LLC.

5. Goals and subject of the enterprise. The company was established to meet public needs, in particular for the transportation of passengers along the routes of the city of Nevinnomyssk.

The vehicle fleet of Danko LLC consists of Gazelle minibuses:

Car maintenance and repair is carried out in a specialized building - a car maintenance and repair point.

Production sites of the car maintenance and repair point:

1) Vehicle maintenance posts.

2) Posts for current car repairs.

3) Locksmith and mechanical section.

4) Battery section.

5) Tire repair shop.

6) Welding area (electric arc and gas welding).

7) Electrical department.

8) Aggregate plot.

9) Department for the repair of internal combustion engines.

2. OrganizationTO and TRcars

The organization of maintenance and repair is based on the technological principle of the formation of production units, in which each type of technical impact (TO_1, TO_2, TR, cars, repair of units and assemblies, etc.) is carried out by specialized sections (subdivisions). Subdivisions that perform homogeneous types of technical impact are combined into production complexes: a production preparation complex, a vehicle maintenance complex and a maintenance complex.

The pre-production complex unites subdivisions that perform the repair of units, assemblies, the restoration and manufacture of parts, as well as other work not related to their direct implementation on vehicles. It includes: engine, assembly shops, a shop for the repair of brake system units, an accumulator and a carburetor shop, a vulcanization shop, a lathe, a paint shop, a wallpaper shop, a tin shop, a blacksmith shop, a copper shop, a picking section, an intermediate warehouse, a washing department, and a transport section. The pre-production complex implements the main task - providing the TR and TO complexes with spare parts, assemblies, assemblies and materials.

The picking section provides preparation of components and assemblies for sending them for overhaul to car repair plants according to the delivery plan and other work to maintain the established minimum stock of parts, serviceable components and assemblies.

The intermediate warehouse is the most important link in the complex. Its functions include: storage of circulating units, materials and repair fund, issuance of these materials, components and assemblies.

The TR complex unites subdivisions that carry out work on replacing faulty units, assemblies and parts of vehicles with serviceable ones, as well as fixing and adjusting and other work on TR directly on vehicles. The complex includes indoor vehicle repair zones, a tire shop, a welding shop, a trailer repair shop, and an open TR zone in summer.

The TR zone is equipped with a direct-flow inspection ditch and a crane beam with a lifting capacity of 2.0 tons.

The tire fitting site includes posts for dismantling and mounting, tire replacement. The site has a tire dismantling stand, a wheel wrench, a compressor and a tire inflation device, two protective devices for tire inflation.

The welding section includes two posts for the production of gas welding work on a car or its components and parts, and for the production of electric welding work. The site is equipped with appropriate equipment.

The maintenance and diagnostics complex performs maintenance, maintenance work, related repairs and diagnostics of rolling stock. The complex includes two specialized teams performing: TO_1 and diagnostic work; TO_2, routine maintenance and related repairs.

The specialization of TR posts makes it possible to mechanize labor-intensive work as much as possible, reduce the need for the same type of equipment, improve working conditions, and use less skilled workers. As a result, the quality of work and labor productivity increase.

Scheme of organization of MOT and TR of cars

The volume of maintenance and repair is distributed at the place of its implementation according to technological and organizational features. MOT and TR are carried out at posts and production sites (departments). Guards include maintenance and repair work performed directly on the car (washing, cleaning, lubricating, fastening, diagnostic, etc.). Work on checking and repairing components, mechanisms and assemblies removed from the vehicle is carried out at the sites (aggregate, mechanical, electrical).

According to the frequency, list and complexity of performing work on maintenance of cars, they are divided into the following types: daily maintenance (EO); periodic maintenance (TO), seasonal maintenance (SO).

The SW includes refueling and controls aimed at ensuring the safety and appearance of the car on a daily basis. Most of the SW is performed by the driver of the car before leaving, en route or upon returning to the parking lot.

Maintenance involves the performance of a certain amount of work through the established operational mileage of the car. In accordance with the maintenance standards for trucks, according to the frequency of the SW, it is performed once a day, TO-1 after 3000 km, TO-2 after 12000 km of run.

SO provides for the implementation of maintenance and additional operations to prepare the car for winter or summer operation.

Repair is a set of works to eliminate the malfunctions that have arisen and restore the working capacity of the car as a whole or the unit. Car repair is carried out as needed and includes control and diagnostic, dismantling and assembly, metalwork, mechanical, welding, tinsmithing, painting, electrical work. For high-quality performance of maintenance and repair operations, the enterprise is equipped with the necessary posts, devices, devices, fixtures, tools and equipment, technical documentation.

The main part of maintenance and repair work is carried out at posts in the area of ​​maintenance and repair of vehicles. In addition, work on the maintenance and repair of power supply system devices and electrical equipment is carried out at the diagnostic site; welding, tinsmith, bodywork, tire fitting, vulcanizing, painting - in specialized areas. Battery work is carried out at the battery site.

3 . Valuation is reliablenumber of vehicles in operation

The car (its systems, aggregates, assembly units, parts) may be in good or faulty, operable or inoperable condition. Serviceable condition is the compliance of the car with all the requirements of regulatory and technical or design documentation. A faulty condition is a non-compliance of the vehicle with at least one of the requirements of regulatory, technical or design documentation. The working state is the ability of the vehicle to perform the specified functions, while maintaining the values ​​of the specified parameters within the requirements of regulatory and technical or design documentation. An inoperable state is a partial or complete loss of the vehicle's ability to perform the specified functions in accordance with the requirements of regulatory, technical or design documentation. The difference between a faulty and an inoperable state should be emphasized. Any of the above states of the object is determined and evaluated by the values ​​of the parameters, which can be nominal, permissible, and limiting. The nominal value corresponds to the numerical value established according to the calculations or according to the drawings, and provided by the manufacturer according to the approved specifications. The allowable value determines the boundary of the manifestation of the malfunction. The limit value corresponds to either a complete loss of working condition, or such a decrease in technical and economic indicators, in which further operation of the vehicle is unacceptable for economic and technical reasons. When the limit value is reached, a failure occurs. The transition of an object from a serviceable to a faulty state occurs due to the presence of defects. A defect is a non-compliance of each individual product with the established requirements.

4. Organization of work

Basic provisions on labor safety

Occupational safety is understood as a system of legislative acts and corresponding measures aimed at maintaining the health and working capacity of workers.

The system of organizational and technical measures and means to prevent industrial injuries is called safety engineering.

The system of organizational, hygienic and sanitary-technical measures and means to prevent the incidence of workers is called industrial sanitation.

The main provisions on labor protection are set out in the Labor Code.

One of the main measures to ensure labor safety is the mandatory briefing of newly hired and periodic briefing of all employees of the enterprise. The instruction is given by the chief engineer. Newly hired people are introduced to the basic provisions on labor protection, internal regulations, fire regulations and features of the enterprise, the obligations of employees to comply with safety regulations and industrial sanitation, the order of movement at the enterprise, means of protecting workers and methods of providing first aid injured.

Requirements for technological processes

During the maintenance and repair of vehicles, it is necessary to take measures against their independent movement. Maintenance and repair of vehicles with a running engine (except for engine adjustments) is prohibited.

Handling equipment must be in good working order and used only for its intended purpose. This equipment must only be operated by persons who have been properly trained and instructed.

During disassembly and assembly of components and assemblies, it is necessary to use special pullers and keys.

It is forbidden to clutter up passages between workplaces with parts and assemblies, as well as to accumulate a large number of parts at disassembly sites.

Hydraulic and pneumatic devices must be equipped with safety and bypass valves. The working tool must be in good condition.

Work space requirements

The premises in which the worker must be under the vehicle must be equipped with inspection ditches, overpasses with guide safety flanges or lifts.

Supply and exhaust ventilation must ensure the removal of released vapors and gases and the supply of fresh air.

Workplaces must be provided with natural and artificial lighting sufficient for the safety of work.

Sanitary facilities must be equipped on the territory of the enterprise: dressing rooms, showers, washbasins (with the obligatory presence of hot water when working with leaded gasoline).

5 . Equipment and tools usedfor vehicle maintenance and repair

Technological equipment used at service stations, depending on its purpose, is divided into lifting and inspection, lifting and transport, specialized equipment for maintenance and specialized equipment for vehicle repair.

The first group includes equipment and devices that provide, during maintenance and repair, convenient access to units, mechanisms and parts located below and on the side of the vehicle. This includes inspection ditches, overpasses, hoists, tippers and garage jacks.

The second group includes equipment for lifting and moving units, assemblies and mechanisms of the car: mobile cranes, electric hoists, overhead cranes, cargo carts and conveyors.

The third group is specialized equipment designed to perform maintenance operations: cleaning and washing, fixing, lubricating, diagnostic, adjusting and refueling.

The fourth group is specialized equipment designed to perform technological operations of TR: dismantling and assembly, metalwork, blacksmithing, welding, coppersmithing, bodywork, tire fitting and vulcanization, electrical and for repairing power systems.

The lifting and inspection equipment used for maintenance and repair includes a stationary two-column electromechanical hoist P134 with a lifting capacity of 2 tons, an inspection ditch, a hoist-set of mobile racks P-238.

6 . Activities related to personnel

A) Medical control of drivers before departure. The physical and psycho-physiological condition of drivers is checked in order to prevent them from driving in a sick or tired state. At the same time, indicators of the state of drivers are: pulse rate; blood pressure; Body temperature; the presence of alcohol.

B) Monitoring compliance with the established modes of work, rest and meals for drivers.

C) Carrying out scheduled briefings on road safety with a mandatory analysis of accidents with the participation of drivers of this enterprise, as well as the features of traffic on roads at this time of the year.

D) Advanced training of drivers and management of the company's fleet. A disadvantage in the work to ensure road safety is the cases of marriage during maintenance and repair of rolling stock.

7. Labor protection at the enterprise

During the maintenance and repair of vehicles, it is necessary to take measures against their independent movement. Maintenance and repair of vehicles with a running engine is prohibited, except in cases of regulation.

Handling equipment must be in good working order and used only for its intended purpose. This equipment must only be operated by persons who have been properly trained and instructed.

During operation, do not leave tools on the edge of the inspection ditch, on the steps, hood or fenders of the car. During assembly work, it is forbidden to check the coincidence of the holes in the parts to be joined with your fingers. To do this, you must use special crowbars, barbs or mounting hooks.

During disassembly and assembly of components and assemblies, special pullers and keys should be used. Nuts that are difficult to remove must first be moistened with kerosene, and then unscrewed with a wrench. It is not allowed to unscrew the nuts with a chisel and a hammer.

It is forbidden to clutter up the passages between the workplaces with parts and assemblies, as well as to accumulate a large number of parts at the disassembly sites.

The operations of removing and installing springs represent an increased danger, since significant energy has been accumulated in them. These operations must be carried out on stands or with the help of devices that ensure safe operation.

Hydraulic and pneumatic devices must be equipped with safety and bypass channels. The working tool must be kept in good condition.

Before proceeding with various repairs and maintenance of the vehicle, it is necessary to properly and securely install it in the workplace (ditch, overpass, lift). After installing the car on the carrier plate conveyor, it is necessary to slow it down with a hand brake, stop the engine, turn off the ignition and turn on a low gear (on a car with a carburetor engine), and place stops (shoes) under the wheels. When placing a conveyor on a production line, where the movement is carried out by a traction chain, the car should first be slowed down, and stops should be placed under the wheels. Before moving the car, remove stops and various objects from under the wheels, release the handbrake. Failure to comply with these conditions may lead to breakage of the conveyor or cable traction chain, breakage of the tow hook.

As a certain amount of work is completed on the stream, workers must give a signal from each post to the conveyor control panel. When a signal is given to start the movement of the conveyor, workers must immediately stop working. It is forbidden to be on the car while it is moving from post to post.

When placing the car on a cross-track lift, make sure that the lift is installed correctly. To accurately install the car on the channels or beams of the lifting platform, installation marks must be made in accordance with the base and location of the center of gravity of the car being serviced. If the lift is raised to such a height that a safety ladder cannot be placed under it or a boom can be secured, work must not be started. It is strictly forbidden to be on the car while it is being lifted by a lift.

Before servicing the car, a warning poster "Do not touch - people are working under the car" should be attached to the lift control mechanism. The lift control mechanism must be installed in such a place that it is impossible for unauthorized persons to accidentally touch the control levers. If any malfunctions of the lift are detected, it is necessary to immediately report this to the supervisor, mechanic, foreman and not start working on the lift until it is corrected.

All fastening and adjustment operations must be performed in the sequence indicated in the technological maps. They should reflect the correctness and safety of the performance of the relevant operations, as well as the tools and devices used. Technological maps should be posted at workplaces. The sequence of performing the mandatory scope of work should exclude the possibility of simultaneous work from the top and from the bottom of the car, since if a tool falls from above, an accident can occur with the worker below. Therefore, in technological map certain operations should be assigned to workers, which increases their responsibility for the work performed. The rational distribution of work excludes unnecessary movements of the worker along the stream (transitions to the other side of the inspection ditch, descents and ascents from the ditch).

If the nuts are rusty and cannot be unscrewed with a wrench with a normal handle length, you must first tap on the edges of the nut with light hammer blows, moisten it with kerosene, tighten 1/4 turn, and then start to unscrew. Faulty bolts should be cut with a hacksaw or cut with a chisel and replaced. When cutting with a chisel, goggles must be worn.

It must be remembered that cars have many sharp protrusions, edges, edges, cotter pins, access to various joints and threaded connections, so you should always be careful and cautious. It is necessary to constantly monitor that the tool is clean and not oily. Otherwise, work even with a serviceable but dirty tool can lead to injury.

Of great importance in the performance of heavy and labor-intensive operations are various devices that facilitate the work of the worker. Such operations include fastening nuts of ladders, front and rear springs, front and rear wheels etc. In the process of tightening and loosening the nuts of the spring ladders, electromechanical wrenches should be used, since tightening the nuts of the ladders (tightening torque is 250-400 N m, and sometimes much more) requires great physical effort and leads to premature fatigue of workers . Tightening the ladder nuts with the use of cranks with a length of more than 1 m leads to crushing of the edges of the nuts, stripping of the thread, breakage of the keys and, as a rule, to injuries. maintenance car repair

To avoid gas contamination production premises The air in the brake system of the car should be supplied from the compressor unit, and not from the car compressor, i.e. do not start the car engine. When the engine is running, any work is prohibited, except for adjusting the ignition system, power supply and checking engine operation. Before adjusting the clutch on cars with a carburetor engine, you must first set the gear lever to neutral and turn off the ignition, since when the ignition is on, a flash may occur in one of the cylinders and the engine may start to work, which will entail pulling the worker's hand into the clutch. Before adjusting the clutch on a vehicle with diesel engine the shift lever must be in neutral. Otherwise, when checking crankshaft the engine can start running and the car can move.

Clutch adjustment operations on vehicles with carburetor engines must be performed by two workers, one of whom must turn the crankshaft using the crank. It is not allowed to use crowbars to turn the crankshaft from the flywheel side, as they can break off and cause injury to the worker. When adjusting the clutch, you should use a portable lamp, having previously strengthened it in the immediate vicinity of the work object.

During the operation of the mated parts of the car, as a result of friction, they wear out. To protect rubbing parts from premature wear is the main role of lubrication. Work on the lubrication of vehicle components is very laborious. Labor costs for lubrication and refueling work account for 30-34% of the total labor costs for vehicle maintenance. Comprehensive mechanization of lubrication operations can significantly reduce the complexity of lubrication and vehicle refueling.

Many motor transport enterprises mechanized distribution lubricants for vehicle maintenance posts, filling and adding oil to the crankcases of units, lubricating friction units with grease, as well as draining, storing and transporting used oil. Oil dispensers, tanks and installations are widely used. Great value for warning occupational injury has the correct equipment for the lubrication station (selection of equipment and inventory, its placement and maintenance). Lubrication work must be carried out at specially equipped posts equipped with various devices. Such posts can be located on the production line and on a dead end ditch. At the lubrication station, a local suction must be arranged to remove exhaust gases, since when changing the oil, it is necessary to start the engine.

To test the grease guns and drain the oil, receivers must be fixed on the walls of the ditch. They also serve as a stand for a pistol in between jobs. Lubrication equipment must be located so that work performed from above is provided by equipment located outside the inspection ditch. In the inspection ditch there must be equipment for draining used oil from vehicle units in order to prevent oil spills. All lubrication equipment must be placed in niches.

Hard-to-reach points on the car should be lubricated using tips connected to guns with flexible hoses, or tips with hinges. The use of such tips allows you to lubricate the driveline without turning the shaft. Before starting lubrication work, it is necessary to pay attention to the serviceability of the grease fittings. Defective grease fittings must be replaced. The use of non-standard grease nipples leads to squeezing out the grease past the lubricator, and, consequently, to contamination of the workplace. When changing, as well as when adding lubricant to individual units, drain and filler plugs must be unscrewed only with keys intended for this purpose. When checking the oil level in the units, only portable lamps should be used as lighting. It is forbidden to use open fire for this purpose.

At specialized vehicle maintenance posts, in order to improve the working conditions of the lubricator, as well as to increase the productivity of his work, the lubricator table-trolley developed by NIIAT should be used. The trolley table consists of two compartments. In the first compartment, a tank with a mesh is installed to collect the fine filter elements that have become unusable and to settle the oil drained from the coarse and fine filters. In another compartment, shelves are arranged on which tools and various parts and materials are stored (new filter elements, clean cleaning materials, etc.). The top of the table-trolley is used as a table on which various tools necessary for the operation of the oiler can be located. When using electrically driven grease guns, make sure that the plug has an extended earthing contact for connection to the mains.

8. Measures to ensure traffic safety

Activities related to technology

Measures to ensure traffic safety related to equipment include:

in quality control of work on maintenance and repair of substations. The purpose of this control is to identify defects in the maintenance of rolling stock and prevent the release of poorly repaired vehicles from MOT or R;

in the control of the technical condition of vehicles before leaving the line upon returning to the base. This control is carried out by the mechanic every day and its purpose is to prevent the release of defective cars on the line. At the same time, the mechanic checks the following vehicle systems that directly affect traffic safety:

BUT) Brake system. Checking for leaks brake fluid and no air in the system (for cars with hydraulic brakes) and no audible air leaks when the brake pedal is depressed (for cars with air brakes). In addition, a test braking of the car at a speed of 20 km / h is carried out with the brake pedal fully depressed. At the same time, the efficiency of braking, the sequence of blocking the wheels are controlled (first the front axle, then the rear axle for single cars, and for a road train, first the axles of the trailer (semi-trailer) and the front axle of the tractor, then its rear axle(axes)) and the absence of deviation of the vehicle from rectilinear movement.

B) Steering. The magnitude of the steering wheel play is visually assessed, and for vehicles with power steering, the absence of oil leakage from the hydraulic system is checked when the steered wheels are turned to the extreme positions and held for 35 s. In addition, for all cars, the ease of turning the steering wheel while driving is evaluated.

C) Lights, horn and windshield wipers. The correctness of these devices is checked.

D) hitch. The absence of visible damage is checked and the completeness of the coupling is checked.

D) wheels. The condition of tires, disks and wheel fasteners is visually assessed, the absence of damage and completeness is checked. Tire pressure is also checked visually or with a pressure gauge.

In addition, the mechanic checks the condition:

1. cabin doors;

2. cargo platform;

3. glasses;

4. Mirrors.

9. Measures for environmental protection

Road transport is one of the sources of environmental pollution. The direct negative impact of cars on the environment is associated with emissions of harmful substances into the atmosphere. The indirect impact of road transport on the environment is due to the fact that car roads, parking, service enterprises occupy an increasing and daily increasing area necessary for human life.

Work on environmental protection at the ATP should include the following main activities:

1. Training of ATP personnel and drivers in the basics of environmental safety.

2. Improvement of the technical condition of the rolling stock produced on the line, fuel economy, reduction of empty mileage of vehicles, rational organization traffic.

3. Organization of warm parking, electric heating of cars and other measures to improve the state of the environment.

4. Ensuring the serviceability of cars, the correct adjustment of the operation of engines, carburetors, ignition systems.

5. Elimination of leakage of fuel, oil, antifreeze in the parking lot.

6. Cleaning up the resulting smudges of operational materials, backfilling with sand or sawdust.

7. Collection of waste oils, other liquids and their delivery to collection points.

8. Periodic check for toxicity and the prohibition of the release of cars on the line with high toxicity of gases.

9. Transfer of cars to gas fuel.

10. Organization and provision of effective treatment of sewage of domestic, industrial and storm water with the help of a treatment plant, the introduction of recycling water supply at the ATP.

11. Systematic monitoring of the condition of vehicle components and assemblies in order to reduce noise.

12. Keeping the territory of the ATP clean and tidy, garbage collection, the territory must be landscaped, have a hard surface, equipped with drainage systems.

10. Fire safety at the enterprise

All employees of the TO and TR zone must be familiar with the fire safety rules, both general and those inherent in the TO and TR zone.

In the TR zone it is prohibited:

- to use open fire;

- store oiled rags;

-- carry out TR on vehicles with leaking fuel tanks;

- Smoking is prohibited in the TR zone.

The TR zone must be provided with fire fighting equipment in accordance with existing standards (fire shields, sandboxes, fire extinguishers). It is necessary to draw up a fire fighting plan, which includes:

-- notification procedure;

- duties of each employee;

-- time of lectures and other fire-fighting measures;

- Responsible for these activities.

All TR premises must be kept clean. Used cleaning material is collected in special metal boxes. Welding and forging work should be carried out in specially equipped rooms. Fire shields must be equipped with shovels, hooks, axes, buckets. The supply of water in the reservoir must always be in sufficient quantity and its use is permitted only for the purpose of extinguishing a fire. In the TR zone, it is also prohibited to block up passages and driveways, to install vehicles in excess of the standard number in the zone.

According to the degree of fire safety, the TR zone belongs to category B.

On the territory of the parking lot it is forbidden to carry out work with the use of an open flame, charging batteries, store fuel or containers from under it, smoking.

The driver must carefully monitor the serviceability of electrical equipment and monitor the tightness of the fuel lines. If the car catches fire, it must be immediately removed from the parking area and measures should be taken to extinguish the flame. To extinguish a fire, use a thick foam or carbon dioxide fire extinguisher, sand, or cover the fire with a dense material. In the event of a fire, regardless of the measures taken to extinguish it, call the fire department.

11 . Technologicalcard for TO-2 power systems

№ operations	Name and content of works	Devices, tools, fixtures, model, type.	Technical requirements.
	Fuel pump check	Device mod. NIIAT-527-B	The pressure must be maintained for 10 s after the pump is stopped.
	Fuel pump diaphragm replacement	Device consisting of a housing, locating pins with conical heads and a lever-handle with a clamping sleeve
	Replacing springs that have lost elasticity	Wrench, screwdriver
	Replacement of developed jets	Set of tools	Bandwidth should be 1.05
	Replacing fuel pump valves	Set of tools	The needle valve body must be tightened with a torque of 1.4-1.5 kgf * m
	Soldering and adjusting a damaged float	soldering iron	The gap between the float and the cap should be 15mm
	Lapping the locking needle to the valve seat	grinding machine
	Elimination of warping of the docking planes of the carburetor and gasoline pump	Benchtop Surface Grinding Machine
	Checking the position of the carburetor float relative to the body parts	Rubber bulb, manometer	Bend a special tongue
	Checking jets for throughput	Device NIIAT-362, tray, solvent, beaker	Solid particles in the jet channel are removed with special needles made of non-metallic materials.
	Checking the fuel level in the float chamber	Device NIIAT-577-B
	Spring tension test	Device NIIAT-357	The compression force of the springs should be (23 + 4) gs
	Washing of fuel tanks, filter screens of fuel receivers	Solvent, parts washing bath
	Tightening the fastening of the pump parts	Spanners
	Throttle and air damper adjustment	Set of tools
	Cleaning fuel lines with compressed air	Compressor

Technological map for TO-2 carburetor

Scope of work: TO-2 carburetor K-126G

№	Name of operations, transitions and techniques	Location of operations	Equipment and tools	Specifications and instructions
	Check the operation of the fuel pump with a pressure gauge	carburetor section	pressure gauge	The pressure developed by the pump should be within 0.18 - 0.30 kgf / cm2
	Check and, if necessary, adjust the level in the float chamber	carburetor section	Clutch repair stand	the fuel level should be 18 - 19 mm from the plane of the carburetor connector
	Test the ease of starting the engine	Engine repair shop
	If necessary, adjust the carburetor at idle?	Engine repair shop

Hosted on Allbest.ru

...

Similar Documents

Organization and structure of maintenance, diagnostics, repair areas and, in general, the entire motor transport enterprise. Technological equipment used in maintenance and repair. Planning for the technical condition of vehicles.

practice report, added 03/07/2010


Features of the organization of maintenance and current repair of vehicles. The existing technological process of maintenance and repair of vehicles. Designing the organization of work of workers at the posts of maintenance of cars. Economic efficiency of the enterprise.

thesis, added 05/15/2008


Description of the technological process of maintenance and repair of vehicles in the maintenance service. The choice of a production method, the rationale for the functional scheme of the designed car service and the calculation of its production units.

term paper, added 05/29/2014


Quality, technical condition and performance of vehicles. Basic principles of the maintenance and repair system. The car as an object of labor. Methods for calculating production and storage areas. Regulation of maintenance and repair of vehicles.

abstract, added 12/17/2010


General requirements for the organization of a car service station. Working areas of service stations, body and paint shops, utility rooms, washing. Vehicle maintenance and repair system. Equipment for diagnostics and repair area.

thesis, added 11/26/2014


Structural diagram of the technical service. Characteristics of cars serviced at service stations. Organization of technical control of cars. Implementation of advanced technologies and rationalization proposals at service stations. Work in the maintenance area.

practice report, added 12/13/2012


Malfunctions of nodes, connections and parts that affect traffic safety. Determination of the technical condition of vehicles and the establishment of the scope of repair work at the service station. Car maintenance and repair.

thesis, added 06/18/2012


Organizational structure of a car service station. Shop body repair. Repair and editing of a car body of any complexity using modern stocks and welding equipment. Full and partial painting of cars.

practice report, added 04/16/2014


Determining the mileage of vehicles before maintenance and overhaul. Determination of the annual scope of work on car diagnostics. Determining the area of ​​the maintenance area. Calculation of current costs for the operation of the lift.

thesis, added 03/13/2012


Characteristics of the engine repair site. The choice of initial standards for the mode of maintenance, diagnosis and repair, the calculation of their labor intensity. Determination of the coefficient of use of vehicles and the economic effect of the implementation of the project.