ATP design with development of brake system diagnostic bench

Contents

INTRODUCTION

1 FEASIBILITY STUDY

1.1 Purpose of the enterprise

1.2 Characteristics of production activities

1.3 Main technical and economic indicators of UTT operation

1.4 Characteristics of rolling stock

1.5 Organization of maintenance and maintenance of rolling stock

1.6 Selection of rolling stock

1.7 Design Input

1.8 Enterprise Development Plan

1.9 Key Findings

2 PROCESS CALCULATION

2.1 Calculation of the annual production program of all types of maintenance

2.1.1 Setting standards

Correction of maintenance periodicity and mileage to CG

2.2 Adjustment of labor intensity standards

2.2.1 Working capacity adjustment

2.3 Calculation of annual and daily production programs by types of maintenance and repair

2.3.1 Determination of vehicle utilization and annual fleet mileage

Calculation of the annual production program by maintenance types

Determination of the number of diagnostic exposures per year

2.3.4 Calculation of daily production program

2.4 Calculation of annual scope of work on maintenance, diagnostics, maintenance of cars and self-service of the enterprise

2.4.1 Calculation of the annual scope of work for OM, TO, D-1, D-

Determination of TR annual scope of work

2.5 Distribution of maintenance and maintenance scope by production zones and areas

2.6 Calculation of the number of production workers

2.7 Calculation of number of diagnostic posts

2.8 Calculation of number of TR posts

2.9 Calculation (selection) of process equipment

2.10 Determination of areas of production and auxiliary premises

3 PROCESS PART

3.1 Organization of technical service management

3.2 Central Management System

3.3 Technical Service Structure

3.4 Functional diagram of maintenance and maintenance equipment production

4 DESIGN PART

4.1 Analysis of existing structures

4.1.1 Trolley for the carriage of front and rear axles of vehicles, model P-

4.1.2 Trolley for transportation of heavy vehicles cabins, model P-

4.1.3 Groove lift

4.1.4 Groove hoist P

4.1.5 Lifting unit model P181.04 (Jack rack)

4.2 Design of trolley bench

4.3 Calculation of volumetric hydraulic drive

4.3.1 Pressure selection in hydraulic cylinder

4.3.2 Determination of design pressure in hydraulic cylinder

4.3.3 Determination of cylinder and rod diameter

4.3.4 Determination of operating fluid flow rate in hydraulic cylinder

4.3.5 Determination of pump supply demand

4.3.6 Selection of pipe diameters

4.3.7 Operating fluid selection

4.3.8 Selection of hydraulic equipment

4.3.9 Determination of pressure losses in hydraulic cylinders

4.3.10 Determination of friction force in hydraulic cylinder

4.3.11 Determination of supercharger pressure value

4.3.12 Pump selection

4.3.13 Determination of hydraulic drive efficiency

4.3.14 Calculation of tank volume

5 LIFE SAFETY

5.1 Characterization and analysis of potential hazards and hazards of organized works of UTT-1 "Longepasneftegas" reconstructed enterprise

5.2 Measures to ensure normal working conditions in the reconstructed enterprise

5.3 Development of priority issue. Calculation of controlled wheel

5.3.1. Find the reaction of the support by the formula

5.3.2 Calculation of wheel axle

5.3.3. Selection of channel section

6 ECONOMIC PART

6.1 Manufacturing costs of the designed structure

6.2 Calculation of rolling stock operation costs

6.3 Calculation of Costs by Production Unit

6.4 Calculation of economic efficiency

Introduction

The development of new industrial areas of the country and the further development of existing ones located in cold zones largely depends on the highly efficient operation of road transport, since the construction of industrial enterprises is usually carried out in the warm season, and goods for them are delivered in the cold season, that is, when it is possible to build and operate temporary winter roads.

Incalculable wealth is stored in the bowels of our country. They are especially rich in the northern regions, which are difficult to access due to the harsh climatic conditions of winter, the lack of adaptability of the existing fleet of cars to use in winter and in difficult road conditions.

In our country, a significant part of cars from 3 to 9 months a year is operated in conditions of low temperatures, strong winds and with a reduced part of daylight hours.

The northern operating conditions of cars are characterized by low temperatures, increased wind speed, dense fogs, snow dust, blizzards, drifts, frost and icing.

Due to the unsatisfactory preparation of cars for winter operation, as well as due to the lack of sufficient experience and necessary knowledge of drivers during the operation of cars in winter, characteristic malfunctions are observed, the elimination of which requires significant time, additional funds and special conditions.

Poor preparation of cars for winter operation with a decrease in air temperature often leads to mass absenteeism of cars in auto farms or downtime due to technical malfunctions that occur on the way.

In recent years, a lot of work has been carried out on the structural refinement of modern production cars, on their adaptability to winter operating conditions.

The operation of cars in low temperatures depends on the solution of three problems: the first is the creation of samples of cars adapted for operation in difficult road and climatic conditions with high cross-country qualities; the second is the addition of production cars to reliable and efficient operation in low temperature conditions; the third - the correct technical operation of the rolling stock of road transport has become the most important problem. It is based on prevention, which in modern conditions cannot be rational without technical diagnostics of vehicles.

Competent and timely detection of developing faults helps to prevent sudden faults by taking prompt preventive measures. Thus, conditions are created for improving traffic safety, eliminating unproductive outages of cars in the journey, reducing the amount of harmful impurities in the exhaust gases, saving fuel, and spare parts.

These problems are now of particular importance due to the increased pace of development of the North.

Feasibility study

The main tasks assigned to road transport are to increase the production indicators of rolling stock due to the improvement of its technical condition and use in working hours. These factors determine the need, first of all, for further improvement of the technical operation of cars.

As you know, the basis of TEA is prevention, the correct organization of which is currently very difficult without the use of diagnostics, and in some conditions even impossible. Studies of the state of diagnostics in a number of ATPs of the region and in the ATS Neftespetsstroy of Megion indicators that this important activity is still at an insufficiently high level due to various reasons.

Taking into account the great potential of diagnostics, the role it currently plays and its untapped potential, which can be realized in the future, it is necessary with its help to further improve the maintenance of road rolling stock. One of the areas of such development of TEA is the centralization of diagnostic work inside the ATP (in specialized areas and posts) and the creation of diagnostic and preventive centers (complexes) in the zones.

Taking into account the difficulties of introduction of diagnostics in full scope of work, recommendations are given for its stage development in ATP. At the first stage, it is recommended to create a post to diagnose those elements of cars that affect traffic safety (D1). Then, as the equipment is purchased, create a D2 post. Such a step-by-step implementation of diagnostics contributes to the rational sequencing of your activity, on which the improvement of the technical service of ATP depends.

1.1 Analysis of production activities of Neftespetsstroy ATS of Megion

1.1.1 Brief description of the enterprise

1 March 1995 through the merger of three offices (Megion Specialized Building Administration; Megion Road Repair and Construction Department; Mechanized Works Management) a Specialized Management was formed.

The oldest of the three IASB offices dates back to 1.10.1971.

The specialized management of Slavneft-Megionnefte Gas OJSC is stationed in Megion and organized by Order No. 84 of 2.03. 1995. Specialized management was separated from SNMNG OJSC and a new legal entity of Neftespetsstroy LLC was formed.

The activities of ATP include:

- construction and maintenance of dirt roads, road winters, ice crossings;

- construction of cluster foundations for drilling oil, production and exploration wells; maintenance, maintenance and overhaul of roads, their reconstruction, construction and reconstruction of airfields and bridges;

- asphalting of roads, territories, sites;

- elimination of concoction, reclamation of land at deposits;

- soil filling of capital construction facilities; transportation of bulk materials for technological needs;

- Provision of transport services to enterprises and the public.

Analysis of maintenance and maintenance organization

The reliability and durability of cars during operation are reduced due to various processes.

The combination of irreversible decay processes inevitably brings individual elements of the car into a state where they are no longer able to perform their functions and their restoration is required.

In doing so, the ATP Technical Service has two tasks:

1. Slow down irreversible decay processes, that is, reduce the rate of wear of parts;

2. Return car elements to normal.

The first problem is solved by carrying out maintenance (EO, TO1, TO-2, SO), and the second task is in essence, repair or replacement of the element which lost working capacity.

In order to successfully solve the tasks assigned to the technical service, it is necessary to know the actual technical condition of each of the cars. This can only be achieved through a diagnostic process.

Diagnostic information is analyzed and based on it, a decision is made on the further fate of each tested car.

Analysis of technical and economic indicators of ATP shows that the material and technical base of the enterprise is not sufficiently developed; that the technical condition of the park is at a low level; Spare parts consumption is 1.5 times higher than planned, material consumption is 1.7 times higher, whereas the profit plan for 6 months of 2005 was only 84.7%.

It is clear that there is a direct dependence of ATP profits on the technical condition of the fleet.

In order to ensure rhythmic operation of maintenance and repair areas, fulfillment of the required program of technological impacts, a reasonable number of maintenance and maintenance posts is required. It is advisable to place TO1, TO-2, TR and D 1 and D 2 diagnostic areas in the main production housing.

In improving the performance of the entire technical service of ATP, there are unused reserves and the introduction of car diagnostics should be considered as the first stage in the way of improving the maintenance and repair system, improving traffic safety and protecting the environment.

1.1.4 Key Findings

Currently, in ATP, car diagnostics are not carried out. Maintenance and maintenance processes are controlled in conditions of uncertainty, since there is no instrumentally obtained, objective data on the actual need of a particular car for preventive effects. Given that the ATP is more than 60% equipped with modern KAMAZ cars, the effectiveness of which has recently been emphasized, it is necessary to fully improve the work of the technical service, which, almost impossible without the introduction of diagnostics. Besides, no less important tasks can be solved by means of vehicle technical condition diagnostics:

- Improving road safety;

- improving the reliability of the car;

- reduction of engine exhaust gases toxicity;

- reduced consumption of spare parts, units, operational materials, including fuel and rubber.

It should be noted, however, that the mechanical integration of vehicle health diagnostics into the existing maintenance and repair system structure may not have a positive effect. First of all, it is necessary to determine the ways of correct use of diagnostic information, as the main tool for managing the technical service. The most correct is the establishment of a Production Management Centre (PMS) to coordinate the activities of all Technical Service units.

The high efficiency of the introduction of diagnostics into the practice of automotive enterprises is proved by the many years of experience of advanced ATPs.

Design Part

3.1 Diagnostic Value

When using cars of the same model, even under relatively identical conditions, the need for maintenance and ongoing repair will vary. The repeatability coefficient of the works of the same name depends on many different factors: "age" and operational intensity (average daily mileage), driving skills, etc. This coefficient is often not accurate and does not remain strictly constant under the same conditions. If the operating conditions differ sharply, then the repeatability coefficient of the same-name works for individual units (mechanisms) of the same type of cars differs in their values ​ ​ by two to three times more.

In the current Regulation on maintenance and repair of road transport rolling stock, TO-1 and TO-2 standards are developed on the basis of statistical analysis of faults of a large fleet of cars. The periodicity and labor intensity of the service are quite acceptable for the purpose of planning preventive work in car enterprises as a whole, but cannot reflect the needs of each of the cars.

Each time the entire list of works established for this type of maintenance causes excessive labor and material costs. Only with the help of effective control can you establish the actual need for certain preventive operations and timely detect and prevent the occurrence of malfunctions and failures of the car. To this end, it is customary to carry out monitoring work. The specific scope of control work is large in all types of maintenance. According to current standards, these works are: 2028% - with TO-1 and 2537% - with TO-2.

Diagnostics make it possible to significantly reduce the volume of control work and at the same time objectively and quite accurately establish the actual need for the prevention of certain units (mechanisms), i.e. the real need for adjustment, fastening, etc.

The development of faults and the occurrence of failures of units (mechanisms) is quite logical. It is almost impossible to completely prevent and exclude their manifestation only by preventive effects. As the period of operation increases, the number of faults and failures increases.

To eliminate them, ongoing repairs are carried out, in which control work occupies a significant place. To determine the causes of the failure without diagnosing the state of the unit, it is disassembled. Frequent dismantling and assembly works contribute to the intensive wear of parts and reduce the reliability and durability of the car.

Diagnostics allows objectively and without disassembly to determine the technical state of the object by its function, i.e. quantitative values ​ ​ of parameters at given operation modes. Elimination of assembly and assembly works reduces labor intensity of current repair and increases production culture. Due to deviations of functional parameters, you can take the necessary measures in a timely manner. By inhibiting the intensive development of the malfunction, it is possible to prevent the occurrence of a failure. Thus, diagnostics contribute to the saving of spare parts and operational materials.

Taking into account the fact that at present the cost structure of transportation of passengers and goods, the costs of maintenance and maintenance are in the range of 17% to 25%, it is not difficult to see the role of diagnostics in improving the efficiency of the use of rolling stock and the profitability of motor vehicles.

In addition, the diagnosis of the condition of cars plays a large role in improving the safety of their traffic. There is still a large number of road accidents (crashes) due to malfunctions. Many accidents cause loss of life and injury, and the country's national economy suffers enormous damage.

Especially severe consequences of those accidents that are the result of a failure of the brakes, steering, undercarriage of the car and other elements that affect traffic safety.

Timely and reliable assessment of the degree of change in the technical condition of certain elements and timely implementation of technological impacts significantly improves traffic safety on streets and roads.

3.2 Influence of car condition diagnostics on improvement of car maintenance

In order to ensure the serviceable condition of the car, it is periodically subjected to technological influences, which are divided into preventive and repair. They constitute the essence of service, where prevention is the main one. For its rational organization and implementation, two main conditions are necessary: to know the patterns of malfunction development and to have information about the actual state of each element of the car that has to perform preventive actions. This information can provide objective control carried out with the help of special equipment and devices.

In the pre-war years (earlier than in other countries), a planned preventive service system was adopted. After improvement, it exists now in road transport. Its essence lies in the fact that the first (TO-1) and the second (TO-2) technical services are carried out forcibly (after the established mileage), and ongoing repair (TR) as required, i.e. with the appearance of a malfunction (or failures).

Intensive development of diagnostics of the technical condition of cars began in the post-war years. In order to improve the safety of cars, strict requirements have been imposed on mechanisms and systems from which accidents arise. In this regard, methods and means have been developed for checking the state of brakes, steering, running gear, etc. Then, with the development of more advanced stands and complexes, it became possible not only to assess the state of the car, but also to predict the service life of many of its elements.

Diagnosis began to play an important role. Its impact on the improvement of preventive and operational repair processes can be traced if the stages of its development and levels of car service are conditionally noted. Table 3.1 shows that at the lowest (first) level of service, all works were reduced to ongoing repairs, the need and volumes of which were determined subjectively. At the second level (although service is based on a progressive planning and warning system), due to the low diagnostic capabilities (in the first stage of its development), the proportion (more than 65%) of forced labor is still high. During this period, diagnostic tools are dispersed in the areas of maintenance and maintenance, serve for control and diagnostic operations and determine the quality of the work performed.

In the second stage of the development of diagnostics, tools have appeared with a wider list of opportunities. They are already concentrated in diagnostic sites and stations inside motor transport enterprises. The actual requirement for TO-2 operations is now determined on the eve of its scheduled implementation. As a result, the list of forced labor has been reduced. The level of car service has become higher (III). The volume of ongoing repairs has decreased. Under the influence of diagnostics of the current state of cars, more progressive forms of organization of production were determined: specialization of works and posts, centralization of basic equipment, rational placement of performers in workplaces.

Subsequently (in the III stage of development), diagnosis becomes an element of the automated production control system (ACS) (in the subsystem "Maintenance of cars"). The service process rises to the highest (IV) level. Objective methods of assessing the technical condition of all elements of the car are provided by the improvement of diagnostic tools in the form of built-in on-board systems and stationary complexes. For inexpensive cars, small tonnage trucks and small-capacity buses - highly efficient universal and specialized stands. Replaceable data storage units from on-board and other systems will provide production control centers (MCC) with the necessary information about each car. Maintenance will consist only in carrying out preventive work. Failures will become rare. In cases of failures, they will be eliminated by replacing failed units (mechanisms) with spare ones from the revolving fund of the enterprise. Repair work at the posts will be advisable only on the principle of "remove."

The described levels of car service and stages of diagnostic development are given conditionally in order to show the impact of technical diagnostics on improving prevention. It is still difficult to specify the boundaries (in time) of these levels. Now in fact, enterprises of the same department have different levels of service for rolling stock. The methods and scope of use of diagnostics are also varied, from simple "Express Control" of vehicles sent to work, to carrying out diagnostics at the level and in volume, which provide the production control center (MCC) with information to guide the maintenance and maintenance processes.

3.3 Structure of Diagnostic Station

The current practice of using diagnostic methods and tools at road transport enterprises is expressed in the classification of diagnostic operations according to two types of diagnostics: general (D-1) and element (D-2). Each of these species has its own specific list of diagnosed elements. They also differ in periodicity. The tasks that are solved with the help of D-1 and D-2 are not the same. Despite the mutual functional connection of D-1 and D-2 (the first type of diagnostics is part of the second), they can have independent norms of organization and technological processes.

Therefore, it is quite reasonable to create stations and centers from two or more sites that perform the functions of diagnosing D-1 and D-2.

Thus, in the completed form, the diagnostic station will have two diagnostic sections located parallel to each other (in the form of flow lines). They can complement each other by technological communication.

3.4 Classification of brake stands

In the modern practice of diagnosing vehicles, brake stands were most developed and used. They differ among themselves: prescribing, the principles of changing symptoms, constructive decisions, etc. Brake diagnostic stands can be classified according to the following main features.

Benches are distinguished by the type of support elements:

1. Site (or platform) stands as a working tool have one platform for the entire car or separate platforms for each of its wheels. Such stands have significant disadvantages:

a) brake condition monitoring mode does not meet operational conditions;

b) the determined static friction moment does not correspond to the actual braking moment; it is slightly larger than the brake;

c) it is impossible to assess the condition of drums and brake linings along the entire circumference, i.e. the wheels of the car turn only for a small part of the turn;

d) brake and drive actuation time is not measured;

e) it is not possible to perform adjustment of brakes on the bench.

Thus, site stands of both types have very limited distribution due to these disadvantages. They are mainly used for express diagnostics, due to their high performance.

2. Drum stands.

On stands of this type, each wheel of the car rests on two parallel drums (rollers): front and rear. According to the level of the drums, such stands can be divided into symmetrical and asymmetric. A significant disadvantage of all types of drum stands is that it is not possible to realize maximum braking force on them due to a change in the adhesion of the tire tread to the bearing surface of the drum.

3. Tape stands are characterized by the presence of a support element in the form of an endless tape worn on rotating drums. Due to the fact that the wheels of the car are supported by an elastic tape, favorable conditions are provided for the implementation of the braking force during diagnosis.

3.5 Test bench for braking properties of KI 4998 trucks

3.5.1 Purpose of the bench

Test bench for diagnostics of braking properties of trucks KI4998 is designed to check brakes of trucks of GAZ and ZIL type by determining the following parameters:

- braking force on each wheel of the vehicle;

- simultaneous actuation of brake wheels of one axle;

- brake actuator actuation time;

- forces on the brake pedal.

The stand shall be installed on the technical diagnostic stations or lines at the car maintenance stations.

3.5.2 Technical characteristics of the bench

Measurement limits:

- braking force, kgf 180 - 1200

- simultaneous operation of brakes

wheels of one axle, sec 0 - 1

- brake actuator actuation time, sec 0 - 2

- brake pedal force, kgf 10 - 100

2. Measurement errors,% ± 8

3. Reading instability,% ± 8

4. Permissible load on the axis of the bench section, kgf 4000

5. Circumferential speed on drum, km/h 4

6. Drum diameter, mm 295

7. Distance between axes of drums, mm 630

8. Overstatement of rear drum, mm 50

9. Drum unit drive motor:

- power, kW 10

- rpm 1440

- voltage, V 380

10. Installed power, kW 20

11. Overall dimensions, mm:

- on blocks of drums 5140 x 1480

- control panel 750 x 300 x 1585

12. Occupied area, m2 53

13. Weight, kgf 2700

14. Service life, years 5

3.5.3 Description of the bench.

The stand for diagnostics of KI4998 structurally consists of the following knots: blocks of drums right and left, control panel, contact sensor, panel of the air distributor and highway of compressed air.

Drum units are similar in design and each consists of welded frame, driving, driven and supporting drums, balance motor, two-stage cylindrical reduction gear connected to electric motor by chain drive, elastic bushing-flange coupling, pneumatic lift, load and calibration devices, belt roller.

Electric motor is installed in two bearing supports. Reaction moment generated as a result of braking of car wheel on electric motor body by means of lever and rod is perceived by load device consisting of hydraulic cylinder and pressure sensor, value of internal resistance of which varies in proportion to pressure in hydraulic cylinder.

Torque from output shaft of electric motor is transmitted through chain gear, two-stage cylindrical reduction gear and elastic bushing-flange clutch to front driving drum and then through chain gear to rear driven drum. Both reels for better engagement with the wheel of the car have corrugations. Tension of chain between drums is performed by means of tension roller.

A two-way pneumatic lift is installed between the driving and driven drums, with a maximum lifting capacity of 1600 kg at an air pressure of 6 kgf/cm2, which provides free entry and exit of the car from the bench.

This bench meets the following requirements:

- easy entry of the car to the stand and exit from it;

- sufficient stability of the car on the stand without special fixtures;

- measurement performance - safe and accessible for performers of relatively low qualification;

- possibility to perform (if necessary) adjustment works without vehicle exit from the bench;

- minimum time spent on the diagnostic process, as well as the entry and exit of the car.

Economic part

The economic effect of the proposed new equipment is achieved by: reducing the labor intensity of car maintenance and repair operations; ensuring the quality of maintenance and repair works; reduction of rolling stock outages; increasing the stay of cars in the outfit; reduction of accidents due to technical malfunctions.

Thus, the savings from the introduction of new technological equipment are determined by the sum of the savings obtained during maintenance and repair and the savings resulting from the operation of the car.

To determine cost-effectiveness, the cost of manufacturing the designed structure must be calculated.

Conclusion

All management is based on the receipt, processing and transmission of information. When managing the maintenance and repair system, reliable information is data on the technical condition of cars; these data are provided by objective monitoring (technical diagnostics).

Competent diagnostics in the system of maintenance and maintenance of cars will significantly solve the following problems:

- Reduce the likelihood of accidents;

- Improve the environmental safety (harmlessness) of cars;

- reduce costs of rolling stock operation;

- to improve the culture of service of the population (enterprise) by freight transportation.

Analyzing the feasibility study, it was possible to identify several tasks, the alternative solution of which was proposed in this diploma project.

In the design part, the KI4998 stand was modernized, which is designed to diagnose the braking properties of two-axle cars. In the diploma project, the stand was universalized so that it was possible to diagnose all fleet cars.

In the section on safety of life activities, the analysis of potential hazards at the enterprise was considered, as well as measures to reduce the likelihood of their occurrence. Thus, the company created all the conditions for safe work for employees. Some measures have also been taken to protect the environment.

Economic calculations have shown the feasibility of creating a diagnostic station. When it is put into operation, the costs of operating rolling stock are reduced by 5023.8 thousand rubles, the payback period of capital investments is 2.9 years.

Taking into account the current level of development of the material and technical base of the ATS Neftespetsstroy and the prospects for its development, it should be considered advisable to introduce a diagnostic station at the enterprise.