The technical condition of the steering has a significant impact on safety traffic and technical and economic indicators of vehicle operation. The steering system includes a steering mechanism and a steering gear.

Steering is classified into mechanical and hydraulic, with and without hydraulic booster. The most common mechanical steering with power steering and without power steering. vehicle diagnostic tool

Schemes of various steering controls represent a mechanical (hydromechanical) or other system consisting of coupled pairs of friction, springs, rods and other parts connected to each other. The deterioration of the technical condition of the steering is determined by wear, loose fastening and deformation of parts.

The main parameters for assessing the technical condition of the steering include the total backlash (free play) in the steering, the effort of turning the steering wheel, as well as the backlash in individual mates for localizing faults.

The determined total backlash is significantly affected by the measurement mode, for example, the position of the front wheels of the car (Table 2.15).

Table 2.15. The values ​​of the total play in the steering

From Table. 2.15 it can be seen that the total backlash is greater for cars with a hanging left wheel. Therefore, it is expedient to carry out tests with the left wheel hung out or when the wheels are installed on turntables.

For diagnosing the steering of cars, the K-187 device was previously recommended (Fig. 2.48). It is a backlash dynamometer. A dynamometer (mechanical type) is fixed on the steering wheel rim, and the backlash meter needle is fixed on the steering column. The backlash meter scale is made on the body of the dynamometer. The dynamometer consists of a base (bracket) with an axis, drums 3 and 7 freely sliding along the axis with annular collars, and a connecting sleeve, two springs and two spring grips with a gear sector and rods.

Rice. 2.48. Device K-187 for diagnosing the steering of a car: 1-backlash gauge scale, 2-connecting plug, 3-arrow, 4-bracket, 5-capture

The dynamometer scale is marked on the cylindrical surface of the drum. It consists of two zones with different division values: for measuring small forces up to 0.02 kN and for measuring large forces - more than 0.02 kN,

To protect the springs (especially for measuring small forces) from overloads that can cause permanent deformation and violation of the calibration of the dynamometer, the compression of the springs is limited.

The backlash meter consists of a scale pivotally connected to the dynamometer brackets and an arrow fixed to the steering column.

The device provides measurement of forces in the ranges of 0-0.2 and 0.2-0.8 kN and measurement of backlash in the range of 10-0-10 degrees. The mass of the device is 0.6 kg.

Of great interest is electronic device to control the efforts and backlash of the steering of the car (Fig. 2.49).

Rice. 2.49. Block diagram of an electronic device for controlling effort and steering play

The output of the micro-displacement sensor 2 is connected to the input of the threshold amplifier 6, the output of which is connected to the input of the control key 10. One of the outputs of the key 10 is connected to the "Measurement" indicator 16, the other to the reset input of the pulse counter 12, the third to one of the inputs of the digital indicator 15, the fourth - to the control input of the logic element AND 8, the information input of which is connected to the sensor 1 of angular displacements through the normalizing amplifier 4. The fifth output of the control key 10 is connected to the control input of the logic element AND 9, the information input of which is connected to the output of the "analog - frequency" converter 7. The input of the "analog - frequency" converter is connected to the output of the normalizing amplifier 5, the input of which is connected to the force sensor 3.

The outputs of the logic elements AND 8 and 9 are connected to the inputs of the logic element OR 11, the output of which is connected to the counting input of the pulse counter 12. The information input of the digital indicator 15 and one of the inputs of the comparator 13 are connected to the output of the pulse counter. The other input of the comparator is connected to the sensor 14 reference signals, and the indicator "Excess" 17 is connected to the output of the comparator.

As a force sensor 3, you can use a strain or piezo microdisplacement sensor having an electrical signal at the output. This sensor is mounted on housing 2 (Fig. 2.50), fixed on the steering wheel with the help of a self-centering grip 1. Rod 7, which rotates relative to it around the axis of the steering wheel, is pivotally connected to housing 2 and interacts with force sensor 8. From above, housing 2 is closed with a transparent disk 3 having radial reflective strokes 4.

Rice. 2.50. Scheme of a self-centering device for installation on the steering wheel of a car

Sensor 1 (see Fig. 2.49) of the angular movement of the steering wheel is made light-optical. It is installed parallel to the disk 3 on a flexible rod 5 (see Fig. 2.50), which, for example, is attached to the windshield or dashboard using a suction cup.

Sensor 2 (see Fig. 2.49) is micro-displaced

It is connected to the steered wheel of the car. It can be attached, for example, to the outside of the wheel.

An angular displacement sensor 1, a normalizing amplifier 4, a microdisplacement sensor 2, a threshold amplifier 6, a control key 10, an AND logic element 8, an OR logic element 11, a pulse counter 12, a digital indicator 15, and the "Measurement" indicator 16 form a backlash measurement circuit. Force sensor 3, normalizing amplifier 5, analog-to-frequency converter 7, microdisplacement sensor 2, threshold amplifier b, control key 10, OR logic element 11, pulse counter 12, digital indicator 15 form a force measurement circuit. The sensor 14 of the reference signals, the counter 12 pulses, the comparator 13 and the indicator "Excess" form a circuit for setting and comparing the standards of diagnostic parameters.

Key 10 generates pulses that control logic elements AND 8 and 9, turning on and off the measuring circuits depending on the parameter being diagnosed (backlash or force). In addition, the control key 10 generates control signals for the "Measurement" indicator 16, the pulse counter 12 and the digital indicator 15. The control of the supply of signals from the key 10 is carried out using its switch, which has three positions: the first two correspond to the mode of measuring the effort on the steering wheel when choice of backlash; the third - the mode of measuring the force on the steering wheel when turning the steered wheels.

The preferred position of the steering wheel during the control corresponds to the movement of the car in a straight line. The rotation of the steering wheel is carried out by the force-measuring rod of the device, applying force in the direction perpendicular to the axis of the rod in the plane of the steering wheel.

At the first position of the switch of the control unit, the counter 12, the digital indicator 15 are reset and the "Measurement" indicator 16 is turned off. logic element AND 9, and the signal from the force sensor 3 through the normalizing amplifier 5, the converter "analog - frequency" 7, the logic element AND 9 and the logic element OR 11 is fed to the pulse counter 12. After this signal is processed, the control key 10 sends an enabling signal to digital indicator 15, which displays the value of the force on the steering wheel when the backlash is selected.

The measured force value from the output of the pulse counter 12 is fed (simultaneously with the receipt of the digital indicator 15) to the input of the comparator 13, in which it is compared with the standard (limit or allowable) value coming from the output of the reference signal sensor 14. In case of exceeding the set value from the output Comparator 13 on the indicator "Exceeding" 17 is supplied with the corresponding signal.

When the backlash in this measurement mode is fully selected, the steered wheels begin to turn, acting on the microdisplacement sensor 2, the signal from which is fed to the threshold amplifier 6.

When the threshold value of the displacement determined by the threshold amplifier is reached, the inhibiting output signal from the latter is fed through the control key 10 to the control input of the AND logic element 9, after which the backlash measurement circuit is switched on.

At the same time, the pulse counter 12 is reset to zero and, after a predetermined period of time, the digital indicator 15 is reset.

Zeroing of the indicator indicates the full selection of play in the direction of rotation of the steering wheel.

After that, the control key switch is transferred to the second position and the steering wheel is rotated in the opposite direction. When the steering wheel returns to the initial state of backlash measurement, the effect of the wheels on the microdisplacement sensor 2 stops. amplifier 4, an open AND logic element 8 and an OR logic element 11 are fed to the pulse counter 12, where the pulses that reflect the backlash are counted. After the backlash is selected, the microdisplacement sensor 2 is triggered again and at the output of the threshold amplifier 6 and, accordingly, at the output of the control key 10, a prohibition signal appears for the logic element AND 8, turning off the "Measurement" indicator 16, and an enabling signal on the digital indicator 15. The latter gives the value measured backlash.

The measured backlash value from the output of the pulse counter 12 is simultaneously fed to the digital indicator 15 and to the input of the comparator 13, in which it is compared with the standard value coming from the output of the reference signal sensor 14. In case of exceeding the set value from the output of the comparator 13 to the indicator "Excess" 17 an appropriate signal is given.

To measure the effort on the steering wheel when turning the steered wheels, the control key switch is set to the third position.

When, at the end of the backlash selection, the microdisplacement sensor 2 is triggered, then, according to its signal through the threshold amplifier 6, the control key 10 gives an enabling signal to the input of the AND 9 logic element. , logical element AND 9 and logical element OR 11 is supplied to the pulse counter 12 and further on the enabling signal of the control unit to the digital indicator 15.

As in the case of force measurement, when choosing a backlash, the obtained value is compared with the corresponding standard value.

transcript

1 Ministry of Education of the Republic of Belarus Educational Institution "Polotsk State University" Department of Motor Transport LECTURE 6. DIAGNOSTICS AND MAINTENANCE OF STEERING CONTROL. Compiled by: V.V. KOSTRITSKY, Art. teacher Novopolotsk

2 CONTENTS 6.1. Steering malfunctions Regulatory requirements for steering General steering check Basic steering adjustment work for trucks and buses Basic steering adjustment work for passenger cars Steering maintenance

3 6.1. Steering malfunctions. During operation, under the influence of shock loads, friction and other factors, the technical condition of the steering elements changes: backlashes appear in the joints, which contribute to an increase in the wear rate of parts. Wear or improper tightening and adjustment will increase the amount of friction in the steering. All this affects not only the durability of parts, but also the car's handling and traffic safety. The main malfunctions of the steering are as follows. Increased idle. The main reasons: loosening of the steering mechanism bolts, nuts of the ball pins of the steering rods; an increase in clearances in ball joints, front wheel hub bearings, in the engagement of the roller with the worm, between the pendulum lever axle and bushings, in the worm bearings, between the rack stop and the nut; play in the rivet joint. Hard rotation of the steering wheel. Main reasons: deformation of steering gear parts; incorrect setting of the angles of the front wheels; violation of the gap in the engagement of the roller with the worm; tightening the adjusting nut of the axis of the pendulum lever (for steering gears only of the worm type); low pressure in the tires of the front wheels; lack of oil in the crankcase of the steering mechanism; damage to the parts of the ball joints, the bearing of the upper support of the strut, the support sleeve or the rail stop, the parts of the telescopic suspension strut. Noise (knocking) in the steering. The main reasons: increased clearance in the front wheel bearings, between the axis of the pendulum arm and the bushings, in the engagement of the roller with the worm or in the worm bearings (for worm-type steering mechanisms only), in the ball joints of the steering rods, between the rack stop and the nut (for steering mechanisms only rack and pinion type); loosening the nut of the ball pins of the steering rods, the bolts of the steering mechanism or the bolt of the lower flange of the elastic coupling on the pinion shaft (for rack and pinion mechanisms only); loosening the adjusting nut of the pendulum arm axle. Self-excited angular oscillation of the front wheels. The main reasons: loosening of the nuts of the ball pins of the steering rods, the bolts of the steering gear or the swing arm bracket; violation of the gap in the engagement of the roller with the worm. Poor vehicle stability. The main reasons: violation of the installation of the angles of the front wheels; increase in clearances in the front wheel bearings, in the ball joints of the steering rods, loosening of the nuts of the ball pins 3

4 steering rods, increased clearance in the engagement of the roller and the worm (for steering mechanisms only of the worm type); fixing the steering gear housing or pendulum arm bracket; deformation of steering knuckles or suspension arms. Oil leakage from crankcase. The main reasons: wear of the oil seals of the shaft of the steering arm or worm (for steering mechanisms only of the worm type); loosening of the bolts securing the cover of the crankcase of the steering mechanism; damage to seals. Power steering malfunctions are identical in nature to conventional steering malfunctions, however, due to the presence of additional parts, malfunctions that characterize the performance of the hydraulic actuator are possible: pump; - excessive play due to wear of the main or intermediate shaft of the steering column, misalignment or damage to the steering mechanism; - Increased noise during steering, which may be caused by misalignment of the steering mechanism or a pump malfunction Regulatory requirements for steering. The requirements for steering control elements of vehicles are regulated by UNECE Rules 79. The total backlash in steering under regulated test conditions should not exceed the limit values ​​\u200b\u200bset by the manufacturer in the operational documentation, and in the absence of such data, it should not exceed 10 for cars and those created on their base units of trucks and buses; 20 for buses; 25 for trucks. The total play in steering is the angle of rotation of the steering wheel from the position corresponding to the beginning of the turn of the steered wheels in one direction, to the position corresponding to the beginning of their turn in the opposite direction to the position approximately corresponding to straight-line movement vehicle. The steered wheel start is the steered wheel angle of 0.06 ± 0.01, measured from the straight ahead position. When checking the total backlash, the following test conditions must be met: 4

5 - tires of steered wheels must be clean and dry; - the steered wheels must be in a neutral position on a dry, level, horizontal asphalt or cement-concrete surface; - tests of vehicles equipped with power steering are carried out with the engine running. The value of the total play in the steering is determined by the angle of rotation of the steering wheel between two fixed positions as a result of two or more measurements. The tension of the power steering pump drive belt and the level of the working fluid in the tank must comply with the requirements established by the vehicle manufacturer in the operational documentation. During the organoleptic check of the steering, the fulfillment of the following regulatory requirements is checked: - the rotation of the steering wheel must occur without jerks and jams in the entire range of its angle of rotation, the inoperability of the power steering (if any on the vehicle) is not allowed; - spontaneous turning of the steering wheel from the neutral position when the vehicle with power steering is stationary and the engine is running is not allowed; - the maximum turn of the steering wheel must be limited only by the devices provided for by the design of the vehicle; - movements of steering parts and assemblies not provided for by the design relative to each other or the supporting surface are not allowed; threaded connections must be tightened and fixed in the manner prescribed by the vehicle manufacturer; - the use of parts with traces of residual deformation, cracks and other defects in the steering mechanism and steering gear is not allowed. Damage and absence of fastening parts of the steering column and steering gear housing, as well as an increase in the mobility of steering gear parts relative to each other or the body (frame) not provided by the vehicle manufacturer in the operational documentation, are not allowed. The mobility of the steering column in the planes passing through its axis is not allowed. The steering column must be securely connected to mating parts and not damaged. The device for fixing the position of the steering column with the adjustable position of the steering wheel, as well as the device that prevents unauthorized use of the vehicle, must be in working order. 5

6 6.3. General steering check. A general check of the technical condition of the steering is carried out according to the total amount of play and the effort required to turn the steering wheel. The total amount of play in the steering wheel is the sum of the amount of play in the bearings of the front wheel hubs and connections (pivot, articulated steering rods, levers and elements of the steering mechanism). Instrumental steering checks. If necessary, or for control, a general steering check is performed using special equipment for backlash meters. The most widely used mechanical backlash meter K 524 (Figure 6.21) and electronic ISL-401 (Russia). Figure 6.1. General view of the mechanical backlash meter K 524: 1.2 sliding brackets, respectively, upper and lower; 3 bracket stops; 4 mobile carriage; 5 guide rod; 6 carriage clamp; 7 goniometric scale; 8 friction washer; 9 rubber thread; 10 suckers; 11 spring dynamometer; 12 mounting trunnion; 13 dynamometer bracket; 14 stop screw; 15 clamping knobs; 16 clamp; 17 clamping ring; 18 steering wheel. The mechanical backlash meter K 524 consists of: upper 1 and lower 2 sliding brackets attached to the steering wheel rim with stops 3; movable carriage 4, which tightens the guide rods 5 of the brackets using clamp b; goniometric scale 7 mounted on the clamping axis of the carriage 6 with the possibility of turning by hand and self-braking (when the force is removed) due to the friction (rubber) washer 8; rubber thread 9, on - 6

7 pulled with the help of a suction cup 10 from the clamp of the carriage to the windshield of the car and playing the role of the index arrow of the goniometric scale; load device, which is a double-acting spring dynamometer 11 (Figure 6.2). Figure 6.2. Sectional view of the dynamometer of the spring backlash meter K 524: 1..3 risks of regulated forces, respectively, 0.75, 1.00 and 1.25 kg; 4 pointer; 5 hairpin; 6 head; 7 cover edge; 8 cover; 9 locknut; 10 spring cup; 11 spring; 12 building. The mobile carriage 4 (see figure 6.1) with the axis of rotation of the goniometric scale 7 is set to the center of the steering wheel by providing the same projections (“a” and “6”) of the guide rod 5 relative to the carriage. This ensures the immobility of the index thread-arrow when turning the steering wheel and the correct measurement of the steering play. The spring dynamometer 11 is mounted on the lower sliding bracket 2 using the bracket 13 and is fixed with a locking screw 14 in such a position that when the backlash meter is installed on the steering wheel rim, the force applied to the load device would fall on the middle of the rim section. The method of measuring the total steering backlash, performed by one operator, consists in determining the angle of rotation of the steering wheel on the angular scale of the backlash meter between two fixed positions, determined by applying to the load device alternately in both directions the same forces, regulated depending on the dead weight of the vehicle attributable to the controlled wheels. The ISL-401 electronic backlash meter is designed to measure the total steering backlash of cars, trucks and buses by direct measurement of the steering wheel angle relative to the steered wheels. The main difference between the ISL-401 device and the mechanical one 7

8 of the backlash meter, the presence of a sensor that detects the beginning of the wheel rotation, and not the turning force determined by the dynamometer. The operation of the backlash meter ISL-401 is based on direct measurement of the total backlash of the steering of the vehicle by an angle sensor with a cutoff of the beginning and end of the countdown according to the signals of the sensor for the start of rotation of the steered wheel. The measurement of the steering wheel angle is based on the use of a pulse signal of the opto-mechanical steering wheel angle sensor in the interval of operation of the steered wheel movement sensor when steering play is selected in both directions of steering wheel rotation. The device consists of two units that are inseparable in operation: the main one (Figure 6.3, a) and the wheel starting torque sensor (Figure 6.3, b), as well as products that ensure their operation. Figure 6.3. The main unit (a) and the wheel start torque sensor (b) of the ISL-401 electronic backlash meter: 1 on/off button of the main unit; 2 main unit reading display; 3 button for reset-repeat measurements; 4 connector of the cable for connecting the sensor of the moment of starting the steered wheel; 5 sensor stop; 6 place of clamping of the support bar when installing the sensor; 7 check box of the support bar lock; 8 support bar. 8

9 Changes in the inductive resistance of the wheel motion sensor when the rod moves are converted into an equivalent voltage change and fed through the amplifiers to the inputs of the analog-to-digital converter of the microprocessor (Figure 6.4). The angle is counted from the moment when the wheel motion sensor detects a wheel rim movement of more than 0.1 mm. Figure 6.4. Functional diagram of the ISL-401 backlash meter. When checking the steering using the ISL-401 backlash meter, the main unit of the device is installed and fixed by gripping the outer side of the steering wheel rim of the tested vehicle (see Figure 6.3, a). The breakaway torque sensor is installed at the wheel (see Figure 6.3, b) so that it rests with the contact node on the outer vertical plane of the wheel disk, and is connected to the main unit using connector 4 (see Figure 6.3, a). Install the starting torque sensor to the steered wheel in the following order. Holding the body of the starting torque sensor in a horizontal position, put the right stop on a flat area of ​​the surface of the steered wheel disk (see Figure 6.3, b), pressing the support bar 8 in the place of its pressing 6 and moving the left stop 5 until it touches the same area of ​​the wheel disk on the other side relative to the axis of rotation of the wheel. In this case, the lower ends of the sensor supports must rest against the floor without slipping. The support bar 8 is unlocked by turning the flag on the connector 4 to the “OPEN” position. When measuring the backlash, it is not allowed that the stops 5 rest on the wheel tire, as this leads to erroneous measurement results. In places where the stops touch, the wheel disc must be clean. It is allowed to attach stops to the decorative cap, provided that it is fixed to the disk without backlash. The backlash meter is turned on by pressing button 1 (see Figure 6.3, a). At the same time, a sound signal is heard, and “ISL-401” is displayed on the display of the main unit. The device controls the correct functioning of the sensor in the initial position and, if the requirements are met, the display shows the message "ROTATE THE RUDDER". If a fault is detected in the sensor, the corresponding fault messages are displayed on the display. 9

10 Rotate the steering wheel in the direction indicated on the display (counterclockwise), smoothly, without jerks, until the device emits a sound signal corresponding to the "Play selected" position. When the steering wheel is rotated to the left, with the main unit fixed on it, and when the steered wheel is moved, the sensor instructs the microprocessor to start counting the angular value of the backlash. At the same time, a sound signal will be heard, and the direction of the indicating arrow “ROTATE THE RUDDER” on the display will change. At the sound signal, change the direction of rotation of the steering wheel in the direction indicated on the display (clockwise). After a while, the sound signal will turn off, and the display will show the values ​​of the current backlash value in degrees. Information processing is carried out by the microprocessor in the main unit, and the result is indicated on the single-line display of the main unit. Organoleptic steering checks. Axial displacement and swing of the steering wheel plane, steering column swing are determined by applying alternating forces to the steering wheel in the direction of the steering shaft axis and in the steering wheel plane perpendicular to the column, as well as sign-alternating moments of forces in two mutually perpendicular planes passing through the axis of the steering column. Mutual displacements of the steering gear parts, fastening of the steering gear housing and pivot pin levers are determined by turning the steering wheel relative to the neutral position in each direction and applying an alternating force directly to the steering gear parts. With unsatisfactory technical condition steering requires element-by-element verification, which is carried out by direct inspection and load testing. To do this, it is better to install the car on a platform lift or inspection ditch. First, they check how the steering wheel moves in the axial and vertical-horizontal directions: pull it towards you, and then move it away from you towards the axis of the steering column. Shake the plane of the steering wheel up and down vertically and from left to right, then horizontally. After that, the steering wheel is sharply rotated clockwise and counterclockwise, listening to the knock. Axial movement or swing of the plane of the steering wheel and steering column, knocking in the steering units are not allowed. The rotation of the steering wheel should occur without jerking and jamming in the entire range of its angle of rotation. Spontaneous turning of the steering wheel from the neutral position in vehicles with power steering in a stationary state and with the engine running is not allowed. The maximum turn of the steering wheel should be limited to 10

11 only by devices provided for by the design of the vehicle. To check the fastening and backlash in the joints, open the hood of the car. One inspector descends into the inspection ditch, and the second turns the steering wheel away from the neutral position, determining the reliability of the fastening of the steering gear housing, swivel pin levers, swivel joints (Figure 6.5). Figure 6.5. Places for checking backlash in the joints. If malfunctions are detected that lead to an increase in the total amount of backlash, first check the backlash of the steering mechanism, and then the backlash of each swivel. By turning the steering wheel in both directions, they check by touch the free play in the ball joints of the steering rods (Figure 6.6), which is controlled visually or by touch by placing fingers simultaneously on the tip of the steering rod 3 and on the lever head 1. At the same time, inspect the condition of the rubber covers. If free play is felt in the ball joint, then replace the tips or tie rod assembly. The protective cover is replaced if it has cracks, tears or delamination of the rubber from the edging, and also if the lubricant penetrates when squeezed by hand. eleven

12 Figure 6.6. Checking the play in the steering rod joints: 1 lever; 2 protective case; 3 tie rod end. The steering lock is controlled by swinging the steering wheel around the position in which it is locked. Basic adjustment work on the steering of trucks and buses. Steering gear adjustment. Includes adjustment of bearings 3 of the screw, gearing of the gear sector 14 and nut-rack 5 (Figure 6.7). Figure 6.7. Scheme of the steering mechanism of the MAZ bus: 1 cover; 2 shims; 3 bearings; 4 building; 5 nut-rail; 6 balls; 7 screw; 8 distributor; 9 unloading valve; 10 eccentric bushings; 11 needle bearings; 12 drain plug; 13 thrust ring; 14 gear sector. Implementation adjustment sequence: 1) drain the working fluid from the hydraulic system; 12

13 2) remove the steering mechanism; 3) finally drain the working fluid from the crankcase of the steering mechanism by unscrewing the drain plug 12; 4) fix the steering gear in a vice for the body lugs in a horizontal position upwards with the toothed sector 14; 5) turn the input shaft to set the nut-rail and gear sector 14 to one of the extreme positions (left or right); 6) determine the moment of force required to turn the input shaft in the direction from the extreme to the middle position (approximately at an angle of 30). If the moment of force is less than 0.9 N m, then it is necessary to adjust the preload in bearings 3 by reducing the number of shims 2. After adjustment, the moment of force required to turn the input shaft must be 0.9 ... 1.5 N m. check the presence of backlash in the gearing of the nut-rail sector, it is necessary to rotate the input shaft to set the nut-rail and the gear sector to the middle position (the total number of revolutions of the input shaft is divided in half) and install the bipod on the shaft of the gear sector 14. By swinging the bipod in both directions, determine the presence of backlash (In the presence of play, a knock is heard in the gearing and, in addition, the shaft of the gear sector rotates, and the input shaft of the steering mechanism remains stationary). The presence of backlash can also be checked by turning the input shaft of the steering mechanism to the left and right before the torsion bar begins to twist, while locking the shaft of the gear sector. To adjust the gearing, it is necessary to remove the cover 1 (see Figure 6.7) and the unloading valve 9, turn the eccentric bushings 10 clockwise by the same angle (when viewed from the side of the sector shaft) so as to eliminate the gap in the gearing. The covers and the unloading valve body are installed in such a way that the pins enter the holes of the eccentric bushings located in the same diametrical plane with the threaded holes for fastening the covers in the body. If the holes slightly mismatch with the threaded holes of the body, turn the bushings in one direction or another until the nearest holes match, while making sure that there is no gap in the gearing. The pins should be opposite each other on the same line. After installing the cover and valve, the moment of force required to rotate the input shaft in the middle position should be 2.7 ... 4.1 N m. After adjusting the steering mechanism, install it on the bus and, connecting it to the steering elements, check its performance . 13

14 Adjusting steering components. The main components of the steering: angular gearbox, pendulum lever, hydraulic booster. With proper adjustment, i.e. adjusted swivel joints of the steering rods, front wheel bearings and pivot joints of the steering knuckles, and the absence of air in the hydraulic system of the booster, the force on the steering wheel rim when turning the steered wheels in place on an asphalt surface should be no more than 147 N with the engine running, and the play the steering wheel is not more than 15. During the operation of the bus, the play is allowed to increase up to 20. Maintenance and adjustment of the angular gearbox. During maintenance, check the oil level of the bevel gear and top up if necessary. If the steering wheel play is increased, check the play in the meshing of the bevel gears of the bevel gear, adjust if necessary. Preload of bearings 3 of the steering gear (Figure 6.8) is regulated by a set of shims 7 and 25. The moment of force for turning the driven shaft 23 (with the drive shaft 16 removed) should be no more than 0.61 N m, and the axial play of the shaft with a force N should not exceed 0.05 mm. Figure 6.8. Scheme of the angular gearbox of the MAZ bus steering: 1 o-rings; 2 dowels; 3, 11 bearings; 4 cuffs; 5, 14, 24 covers; 6 bolts; 7, 21, 25 shims; 8 driven gear; 9 crankcase; 10 retaining ring; 12 gaskets; 13 filler plug; 15 duster; 16 drive shaft; 17, 18 nuts; 19 sleeve; 20 glass; 22 pinion; 23 driven shaft. 14

15 The preload of the tapered bearings 11 of the drive shaft 16 is adjusted by the nut 18 (tighten the nut to failure and unscrew it before the shaft starts turning in the cup 20). The moment of force for turning the drive shaft in the cup should be no more than 0.61 N m, and the axial play of the shaft with a force N should not exceed 0.05 mm. The side clearance in the gearing should be 0.01 ... 0.16 mm. The gap and contact patch are adjusted by moving the gears. The movement of the driven gear 8 is carried out by rearranging the shims 7 or 25 from under one cover to another; drive gear 22 by changing the thickness of the shim pack 21. After adjustment, the torque of the drive shaft should be no more than 3 N m, the shaft should turn smoothly without jamming. Maintenance and adjustment of the pendulum arm. When carrying out TO-1, lubricate the pendulum lever with Litol-24 grease through an oiler until fresh grease exits the control valve. When carrying out TO-2, check the play of the pendulum lever bearings. If the backlash is more than 0.15 mm, it is necessary to check the condition and adjust the bearings 3 (Figure 6.9). Figure 6.9. Scheme of the pendulum steering lever of the MAZ bus: 1 body; 2 shaft; 3 bearings; 4.9 adjusting nuts; 5 screw; 6 cover; 7 cuff; 8 washer; 10 stub. To adjust the bearings, remove the pendulum arm with support from the bus, fix it in a vice and check the axial and radial play of the output shaft 2, as well as its ease of rotation. To carry out the adjustment, it is necessary to remove the cover 6, unscrew the locking screw 5 by a few turns and unscrew the adjusting nut 9 by a turn. Then tighten the nut 15

16 4 torque Nm until the shaft is hard to rotate, then unscrew it and check the ease of rotation of the shaft in the bearings; the shaft must rotate without appreciable axial play (when tightening the nut, turn the housing 1 for the correct installation of the rollers). Repeat the adjustment if necessary. After completing the adjustment, lock the adjusting nut 4 by tightening the screw 5. If the adjustment fails to adjust the bearings, they should be replaced. When replacing bearings, it is necessary to clean the body of old grease, and during assembly, generously lubricate the bearings and fill the cavity between them with Litol-24 grease. Power steering maintenance. At each oil change (during repairs), it is necessary to wash the filter element 10 (Figure 6.10). Figure Scheme of the power steering oil tank: 1 seal; 2 filler plug with dipstick; 3 nut; 4 level sensor; 5 cover; 6 stopper; 7 rod; 8 safety valve; 9 drain plug; 10 filter element (filter); 11 spring; 12 building; 13 filling filter. Before removing the cover 5 of the oil tank, it is necessary to thoroughly clean the tank itself and adjacent parts to prevent contamination from entering the oil. 16

17 The filter is washed in kerosene or diesel fuel, and then the filter is blown with compressed air from the inside and outside. A heavily soiled filter should be replaced. Checking the level of the working fluid and topping it up as necessary is carried out with the engine turned off and the position of the wheels corresponding to rectilinear movement. The fluid level in the oil tank must be between the lower and upper marks on the dipstick. TEXACO Texamatic 7045 Dexron III oil is used as the working fluid. It is necessary to change the oil during the first TO-2. In the future, it is recommended to change the oil after repair or replacement of the steering gear or pump. At the same time, the oil tank filter must be washed and the pipelines cleaned. The sequence of draining the oil: 1) hang the wheels of the front axle or install the wheels on turntables; 2) unscrew filler plug 2 (see Figure 6.10) and drain plug 9 of the oil tank, drain oil from the tank; 3) going to the power cylinder, lower them into a container and, slowly turning the steering wheel to the right and left until it stops, drain the oil from the power cylinder; 4) remove and wash the filter element 10, blow it with compressed air, replace it if heavily soiled. If there is sediment at the bottom of the oil tank, it must be removed. Oil filling is carried out in the following sequence: 1) attach the hoses to the steering mechanism, screw in the drain plug of the oil tank; 2) pour oil into the tank (when filling an empty hydraulic system, it is advisable to remove the oil tank cap); start the engine and let it run at low idle to fill the hydraulic system with oil. During this process, the oil level in the tank drops rapidly, so oil must be constantly topped up to prevent air being sucked in. When filling in new oil, it is necessary to completely remove air from the system. To do this, after pouring oil into the tank, slowly turn the steering wheel all the way to the right and left until the release of air bubbles from the oil in the oil tank stops. In the end positions, do not apply more force than is necessary to turn the steering wheel. After removing air, add oil to a level between the lower and upper marks on the dipstick. 17

18 Checking the hydraulic system. Before checking the hydraulic system, check the tension of the pump drive belt, the drive pulley and the air pressure in the tires. A pressure gauge with a valve 6 (Figure 6.11) or a special stand is connected to the hydraulic system between pump 5 and drive 2, after which it is necessary to pump the system to remove air. Figure Hydraulic system check diagram: 1 high pressure hoses; 2 drive; 3 tank; 4 low pressure hoses; 5 pump; 6 pressure gauge with tap; direction of fluid flow. Start the engine and bring the temperature of the working fluid to the working one. The engine warms up with the pressure gauge valve fully open (warming up with the valve closed can lead to an increase in temperature). By turning the steering wheel all the way to the left and right with the engine running (speed crankshaft is 1000 rpm), determine the pressure developed by the hydraulic booster pump, while the pressure gauge valve must be open. If the pressure is less than the values ​​specified by the manufacturer, slowly close the pressure gauge valve for no more than 15 s and measure the pressure again. This measurement is repeated 2 times. An increase in pressure indicates the correct operation of the pump and a malfunction of the steering mechanism. Low pressure with the pressure gauge valve closed is a sign of a faulty pump. An increase in pressure in the system during checks indicates a malfunction of the pump safety valve. After checking the hydraulic system, disconnect the pressure gauge and, if necessary, top up the working fluid, after which air is removed from the system. 18

19 6.5. Basic adjustment work on the steering of passenger cars. The steering of modern passenger cars practically does not require maintenance, however, you should constantly check the condition of the protective covers of the ball joints, the play in the steering gear parts. In cars of older designs, gap adjustments can be made: in the bearings of the steering mechanism and in the engagement of the roller with the worm; in rack and pinion steering mechanisms. To adjust the clearances in the bearings of the steering gear worm (Figure 6.12): turn the steering wheel one and a half turns to the left, unscrew the bolts securing the bottom cover 19 and drain the oil from the steering gear housing. After removing the cover, remove the required number of shims 18. After that, having fixed the bottom cover, they again check if there is any axial movement of the worm in the bearings. If there is no movement, oil is poured into the crankcase and the steering wheel turning force is checked (by installing the front wheels on a smooth plate), which should not exceed 200 N. Figure Diagram of the worm-roller steering mechanism: 19

20 1 bipod shaft adjusting screw plate; 2 adjusting screw; 3 locknuts; 4 cork; 5 cover of the crankcase of the steering mechanism; 6 worm; 7 steering gear housing; 8 bipod; 9 bipod fastening nut; 10 spring washer; 11 bipod shaft seal; 12 sleeve; 13 bipod shaft; 14 bipod shaft roller; 15 worm shaft; 16, 17 worm bearings; 18 shims; 19 lower crankcase cover; 20 roller axis; 21 roller bearings; 22 worm shaft seal; B, C label. After checking and eliminating backlash in the parts of the steering gear (in case of detection of increased backlash in the steering mechanism), the clearances of the roller engagement with the worm are adjusted. To do this, loosen the lock nut 3 of the adjusting screw 2 and, lifting the spring washer 10, turn the adjusting screw until the gap is established (it is not recommended to tighten the adjusting screw too much). Then, holding the adjusting screw with a screwdriver, tighten the lock nut. After making sure that the steering mechanism has an acceptable play, check the effort of turning the steering wheel. If it is above 200 N, loosen the adjusting screw. Adjustment of clearances in rack-and-pinion steering mechanisms is carried out at an increased value of steering play (Figure 6.13). Figure Audi rack and pinion steering: 1 adjusting screw; 2 lower steering column shaft; 3 clamp; 4 cover During operation in rack and pinion steering mechanisms, increased play may occur due to increased clearance between the rack and pinion, so manufacturers recommend 20

21 tighten the adjusting screw or nut to eliminate backlash. You can also eliminate the backlash with the adjusting screw, turning it by 20. At present, given the increased requirements for steering, it is not the restoration of its individual parts, but the replacement of the hinges of the steering parts. To replace the steering rod joints, special pullers are used (Figure 6.14). Drawing Appearance universal puller for pressing ball pins. The nuts for fastening the ball pins of the side and middle rods to the bipod are unscrewed and the ball pins are pressed out of the holes of the bipod and lever. To install a new hinge, clean the inner surface of the thrust socket under the hinge body and press the new hinge into the hole of the thrust until it stops. Put Litol-24 grease in a new cap. Press the cap on the hinge using a universal puller and fix the cap on the pin with a retaining ring. When removing the steering gear housing, note the number and placement of the washers between the side member and the crankcase (if any) in order to put them in their original place when installing the crankcase. This is necessary to maintain the alignment of the steering shaft and the steering worm shaft. EO. Check: by external inspection the condition of the power steering; steering wheel play; the presence of backlash in the tips of the steering rods 21

22 controls; the state of the limiters for the maximum angles of rotation of the steered wheels. TO-1. Check: tightness of the power steering system; fastening and splinting of nuts of ball pins, bipods, levers of pivot pins; the condition of the pivots and lock washers nuts; play of the steering wheel and steering rod joints; tightness of the power steering system; tightening the nuts of the wedges of the propeller shaft of the steering. TO-2. Check: tightness of the power steering system; fastening of the crankcase of the steering gear, steering column and steering wheel; steering play, steering rod joints and pivot joints; bipod mount; fastening and splinting of nuts of ball pins and levers of rotary pins, as well as nuts of pivots; condition and fastening of the propeller shaft of the steering. Remove and clean power steering pump filters. Lecture 6 "Diagnosis and maintenance of steering" is presented in the 2nd part of the lecture notes on the discipline "Technical operation of vehicles" and is developed for students of the specialties Technical operation of vehicles (in areas) and Auto service full-time and part-time forms of education. 22

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The operation of a motor vehicle with faulty steering is by no means without reason prohibited by applicable law Russian Federation. It's no secret that on our roads the chance of getting into a traffic accident is relatively high, even with perfect driving. When the number of registered cars jumps the mark of fifty million, the briskness of traffic itself becomes a serious risk factor. In order for the management of vehicles to be complete and safe, it is important to carry out diagnostic measures in time. Special attention deserves such a procedure as steering diagnostics. Therefore, today we will try to consider it in a little more detail.

One of the most common in this case will be the occurrence of gaps between the steering parts. In a professional environment, such gaps are most often called backlash.

They appear as a result of various adverse external influences, the occurrence of which is simply inevitable in traffic conditions. In addition, the active operation of a motor vehicle is associated with a deterioration in the condition of parts and without external influences, since no one has canceled the friction between various components. The more play, the more intense the steering column wears out. As a result, the chance of getting into a traffic accident gradually increases.

Since the occurrence of backlash is one of the most common malfunctions of the steering mechanism, steering diagnostics are to a large extent aimed at identifying this particular defect. To conduct a competent inspection of the elements of the mechanism, a specialist may need a flyover or an equipped pit. In some cases, it is possible to use suitable equipment, but often the attention of the master is quite enough.

Steering diagnostics is a relatively simple procedure, which, however, has several important nuances. This operation will not require either the involvement of a large number of specialists or serious resources, however, the quality of its implementation is directly related to the qualifications and experience of the performer. Therefore, steering diagnostics should be carried out only in proven auto repair shops and only by competent specialists. Otherwise, the reliability of the results obtained may be extremely doubtful.

If you need steering diagnostics, please contact our expert organization. We will quickly, efficiently and inexpensively carry out all the necessary events

When is steering diagnostics needed?

It is desirable that the steering diagnostics be carried out regularly. Moreover, not separately, but as part of a general diagnosis of the main systems of a vehicle. This approach will guarantee the proper handling and safety of the car for a long period of time. It's no secret, however, that most car owners prefer to ignore the benefits of regular diagnostics, carrying out the latter only upon the occurrence of problems. Therefore, we will consider this issue in a little more detail.

Steering diagnostics will be required in the following situations:

• the occurrence of unfamiliar noises during the rotation of the steering wheel;
• the occurrence of strong knocks in the steering wheel when the car moves on a bad road;
• tight, difficult steering wheel rotation.

All these circumstances are a serious reason for seeking help from specialists. If the driver is not concerned about safety (their own and others), then it should be remembered that over time, minor defects can become much more significant. In other words, fixing a problem in a few months can be much more expensive than if the problem was solved immediately after it happened. occurrence. Therefore, operational diagnostics of the steering and its subsequent repair is also a great way to save yourself from potential costs.

Steering diagnostics is also a preliminary operation for all procedures related to the replacement of component components of the steering mechanism.

Have questions? Contact us by phone, email, or by commenting on this post. Our specialist will clarify in detail all the ambiguities that have arisen, advise on the cost of the service in your particular case.

Steering diagnostics. The main malfunctions of the mechanism

The difficult rotation of the steering wheel, mentioned just above, is usually the result of insufficient oil in the crankcase of the mechanism. Other common causes of failure include:

• insufficiently high tire pressure;
• wheel imbalance;
• damage to the suspension components;
• deformation of the steering gear elements.

If we are talking about a worm-type system, then most often the main cause of problems is a violation of the gap in the meshing of the elements.

What is the steering diagnostic procedure?

Like many other diagnostic measures, steering diagnostics begin with a visual inspection. All the main components of the mechanism, as well as the elements associated with it, are studied. In particular, the specialist evaluates the geometry of all those parts of the suspension that are connected to the steering.

Backlash check is the main diagnostic stage, which is a complex of visual and instrumental examination. As noted earlier, in some cases, an experienced look of the master may be quite enough. However, to increase the accuracy and reliability of the results, professionals usually use special equipment. In particular, a backlash dynamometer is an accurate device that allows you to determine the angular displacement (play) of the steering wheel of a vehicle.

In the case of power steering, the hydraulic system can be checked separately.

In some cases, the primary diagnosis of the steering does not lead to the results that the specialists expected from the very beginning. If a malfunction is present, but its main cause cannot be fixed, the wheel angles can be checked. The procedure of collapse-convergence can help with this.

Repair

As a rule, steering diagnostics reveals the need for urgent repair work on system malfunctions. The nature of the measures taken directly depends on the specifics of the detected problems.

Often a specialist finds parts so worn out that the question of how they generally continued to function properly for so long becomes very interesting. In this case, the only possible way to return the mechanism to its previous state is to replace those elements whose wear is too high with suitable spare parts.

If the steering diagnostics revealed only minor defects, be it cracks or minor deformations, it will be quite possible to get by with cosmetic repairs: weld something, correct something. In this case, the cost of the work will be quite low. However, those car owners who turned to us for help immediately upon the occurrence of a problem most often have a chance to get by with such easy costs. Otherwise, cosmetic repairs can hardly be done.

It is noteworthy that repair work in this case almost always requires the preliminary dismantling of the steering wheel. Unlike steering diagnostics, which, against the background of many other procedures, can be considered a relatively simple procedure, the repair of the same mechanism is a rather delicate process, very sensitive to the experience and qualifications of a specialist. The list of necessary equipment to fix the problem will also be somewhat wider than the list of equipment for diagnosing it.

Steering play check

To check the angular free play of the steering wheel, it is necessary, when the engine is idling, to shake the steering wheel until the steering wheels begin to turn.

The check can be carried out using a spring dynamometer model K-402.

Free play should be checked with the front wheels straight ahead. Steering wheel free play during engine operation must not exceed 25°.

If the free play of the steering wheel is more than allowed, you need to check the air pressure in the tires, the presence of lubrication in the steering units and the wheel hub, the adjustment of the wheel bearings, the steering rods and the correct position of their position, the normal adjustment of the steering mechanism, the clearances in the hinges and splines of the cardan shaft, tightening the wedges of the cardan shaft, tightening the nuts of the thrust bearings in the steering mechanism, since all this affects the operation of the steering.

In addition, you should check the oil level in the power steering pump reservoir, the absence of air in the system, oil leaks in the pipeline connections.

In case of violation of the adjustment of the steering mechanism or rods, the assembly must be repaired.

If there are increased gaps of more than 2 ° in the cardan joints, the cardan shaft must be replaced. After making sure that the listed units are in a satisfactory condition, you should check the tightness of the nut of the thrust bearings of the steering mechanism.

Axial movement of the steering wheel is unacceptable. If there is axial movement of the steering wheel, it is necessary to tighten the nut on the lower end of the shaft, having previously unbent the antennae of the lock washer. After adjustment, bend one of the antennae into the groove of the nut. The moment of rotation of the steering shaft, disconnected from the cardan shaft, should be 0.3-0.8 N * m.

Over-tightening the nut with its subsequent unscrewing to obtain the specified torque of the shaft is unacceptable, as it can cause damage to the bearing.

The operation of the steering mechanism can be checked without removing it from the vehicle with the longitudinal steering link disconnected, by measuring the force in the following three positions using a spring dynamometer attached to the steering wheel rim.

First, the steering wheel is turned more than 2 turns from the middle position, the force on the steering wheel rim should be 5.5-13.5 N.

Second, the steering wheel is turned 3/4 -1 turn from the middle position, the force should not exceed 23 N.

The third steering wheel has passed the middle position, the force on the steering wheel rim should be 8.0-12.5 N more than the force obtained when measuring in the second position, but should not exceed 28 N.

If the effort does not correspond to the specified values, then you need to adjust the steering mechanism.

When checking the moment of rotation of the steering wheel, it is recommended to simultaneously check the moment of rotation of the bipod shaft (with the longitudinal steering rod disconnected), which should not exceed 120 N * m.

When checking the moment of rotation of the bipod shaft on a car, the following operations must be performed:

• - start the engine and warm up the oil to approximately 50°C, stop the engine and set the steering wheel to the middle position;
• -hook the dynamometer in the center of the hole in the bipod ball pin and pull in any direction, keeping the angle between the dynamometer and the bipod approximately 90 °. The dynamometer should show no more than 510N, corresponding to a moment of 120 N * m.

If these figures exceed the specified values, then the force on the steering wheel rim in the third position should be adjusted by turning the bipod shaft adjusting screw, since this does not require disassembling the steering mechanism. Turning the adjusting screw clockwise will increase the force, turning it counterclockwise will decrease it.

The discrepancy between the force on the wheel rim in the second position and the value indicated above can be caused by damage to the parts of the ball nut assembly, and in the first position - the same reason and incorrect adjustment of the preload of the thrust ball bearings.

To adjust the thrust bearings (without removing the steering gear from the vehicle), do the following;

• - drain the oil from the power steering system;
• - disconnect the cardan shaft;
• -Unscrew the screws securing the top cover and remove it. In order not to damage the cuff and the sealing ring, a safety mandrel should be used, put on the end of the screw;
• - unscrew the steering screw together with the control valve body by 10-15 mm with a special key so that the valve body rotates freely on thrust bearings without touching the intermediate cover;
• - check the axial movement of the tail screw in the ball nut while holding the bipod.

If it exceeds 0.2 mm, disassemble the steering gear and replace the screw pair (the factory supplies a screw-nut kit as spare parts); if it does not exceed 0.2 mm, it is necessary to unlock the thrust bearing nut and tighten it so that the moment of turning the valve body relative to the tail screw is 0.6-0.85 N * m.

You can measure the turning moment with a spring dynamometer, which engages in one of the holes for the bolts of the control valve body. In this case, the torque of 0.6-0.85 N * m corresponds to the dynamometer readings of 11-15 N.

Checking the hydraulic booster pump on a car

On a car, the pressure developed by the pump and the serviceability of the steering mechanism are checked by installing a device between the pump and the high pressure hose, which includes a pressure gauge with a scale of up to 1500 MPa and a valve that shuts off the oil supply to the steering mechanism. To check, do the following:

• - open the valve in the device;
• - start the engine and, at a crankshaft speed of 1000 min -1, slowly close the valve (with a working pump, the pressure should be at least 9.0 MPa);
• - open the valve;
• - turn the wheels to the right until they stop and fix the pressure on the pressure gauge, then turn the wheels to the left until they stop and also fix the pressure.

With a working mechanism in each of these checks, the pressure should not decrease by more than 0.5 MPa compared to the pressure measured during the operation specified in paragraph 2.

The check should be carried out at an oil temperature in the pump reservoir of 65-75°C. If necessary, the oil can be heated by turning the wheels from lock to lock while holding them in their extreme positions for no more than 3 s.

When checking the pump, in order to avoid damage due to overheating, do not leave the valve in the closed position for more than 3 seconds or the wheels turned to the stop.

General information

General diagnostics

Steering wheel turns hard

– Hydraulic system - use a pressure gauge to check the pressure in the system.

– Jamming or jamming of the steering gear.

Excessive lightness when turning the steering wheel

– Wheel bearings worn or loose.

- Loose steering gear.

– Steering column to steering gear connections are loose or worn.

– Steering gear preload adjustment out of order.

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The steering wheel does not return to its original position

– Insufficient lubrication at ball joints and tie rod ends.

– Jamming of ball joints.

- Jamming in the steering column.

– The alignment of the front wheels is broken.

– Steering gear preload adjustment out of order.

- Valve sticking.

– Clutch in steering gear set too low.

50 l

To Milling

0 1 2 3 4 5 6 7 8 9 C prin (machine).

MP.190.604.048.011

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Selection of equipment for the maintenance and repair section.

Name	Overall dimensions (m.)	brand	Qty.
Tool cabinet (metal)	0.8*0.4*2	PWM - 10
Bench bench with vise	2*0.5*0.75-1	Sun - 3
Four post lift	4*3	FOG-4949201
Post computer diagnostics	1*0.5*1.7	Techno - 2000
Hydraulic press table	1.5*0.52	PGS - 10t
Toolbox	0.8*0.5*0.8
Two post lift	1.5*2.5	PDG - 3500
Universal Tool Kit	0.5*0.3	JONNESWAY
Chest for metal waste	1.5*1*0.5	Homemade
Pneumatic wrench		HANS ½ // SQ
Puller set
torque wrench

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Calculation of the state of the maintenance station.

There may be the following categories of workers at the production site of the service station:

Essential Workers

Auxiliary workers

Engineering and technical workers

Junior service personnel

4.4.1 Calculation of the number of main workers:

The number of main workers in the mechanical section is calculated by profession with a preliminary determination of the annual fund of time per worker:

We calculate according to the formula:

R pcs. = , Where

F floor \u003d (D r.g. - D rep. - N) * T cm.(hours), where

D r.g.- number of working days per year: D r.g. \u003d D to -D to -D pr, where

D g- the number of days in a year;

D in- the number of days off;

D pr- the number of holidays in a year;

D otp. – vacation days (24 days);

H– absence from work for a good reason (14 days);

T cm. – shift duration (8 hours);

D r.g. = 365-105-11=249 days;

F floor. = (249-24-14)*8=1688 hours.

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We calculate the main workers by profession in the mechanical section:

R pcs. (weld) = 4350/1712=2.54

I accept the number of welders equal to 3 people.

R pcs. (milling) = 11020/1712=6.43;

I accept the number of millers equal to 6 people.

R pcs. (therm.) = 2900/1712=1.69;

I accept the number of thermists equal to 1 person.

R pcs. (drill) = 3480/1712=2.03;

I accept the number of drillers equal to 2 people.

R pcs. (current) = 4350/1712=2.54;

I accept the number of turners equal to 2 people.

R pcs. (weather) = 2900/1712=1.69;

I accept the number of locksmiths equal to 2 people.

The total number of workers in the mechanical section -16

Number of key workers in the maintenance and repair section:

We accept the staff of auto mechanics at the TO and TR section in accordance with the ONTP 01-91 standards (2 people at the post) and the estimated number of posts. He is equal : R pcs. \u003d 2 * 15 \u003d 30 * 2 \u003d 60 people.

Total the number of main production workers at the designed service station is 16 + 60 = 76 people

4.4.2 Calculation of the number of auxiliary workers:

The number of auxiliary workers can be determined by three methods:

a) by the complexity of auxiliary work.

b) according to the norms of servicing workplaces.

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c) enlarged, as a percentage of the number of main workers.

When calculating, we use the third method (15 - 20% of the number of main workers): 76 * 0.18 \u003d 13.68 we accept R flare =14 people.

Breakdown by profession:

1. Repairman - 5 people;

2. Electrician - 5 people;

3. Storekeeper - 4 people.

4.4.3 Calculation of the number of engineers and MOS:

The number of engineers and junior service personnel is determined in accordance with the staffing table.

According to the schedule, we accept:

Engineer: master - 2 people;

mechanic - 2 people;

MOS: cleaner - 2 people.

Table 2. "Summary sheet of site workers":

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4.5 Payroll calculation.

4.5.1 Wage bill for key workers:

The main workers at the service station are paid according to the piece-bonus form of remuneration. This form of remuneration offers the dependence of the worker's wages on the amount of work performed and an additional bonus for the implementation of the plan. It helps to increase productivity.

The planned basic wage fund for production workers is determined based on the planned labor intensity of the work, the applied tariff rates and the level of bonus surcharges according to the following formula:

W main = T year. × C h.× K e.g. [rub.], Where

W main. - the main wage fund of production workers of service stations;

T year. - annual labor intensity of work on production sites (person / hour);

K pr. – coefficient of additional payments under the bonus system (1.3);

C hour.– hourly tariff rate rub/hour;

4.5.2 Mechanical department payroll:

W main \u003d 29,000 * 80 * 1.3 \u003d 3,016,000 rubles.

Additional payroll fund (10% of 3 base):

3 additional \u003d 3,016,000 * 0.1 \u003d 301,600 rubles.

General payroll:

W total \u003d W main. +3 add.

W total \u003d 3,016,000 + 301,600 \u003d 3,317,600 rubles.

UST=3,317,600*0.342=1,134,619.2 rub.

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W cf. \u003d W total. /N slave *12,

N working- the number of working areas;

12 - number of months.

W cf. \u003d 3 317 600 / 16 * 12 \u003d 17 279.16 rubles.

4.5.3 Wage fund of the TO and TR section:

Basic payroll:

W main \u003d 90 350 * 120 * 1.4 \u003d 15 649 200 rubles.

Additional salary (10% of 3 base):

3 additional \u003d 15 649 200 * 0.1 \u003d 1 564 920 rubles.

General payroll:

W total \u003d W main. +3 add.

W total \u003d 15 649 200 + 1 564 920 \u003d 17 214 120 rubles.

Unified social tax (34.2% of W total):

UST=17,214,120*0.342=5,887,229.04 rub.

Average monthly salary per worker:

W cf. \u003d W total. /N slave *12,

N working- the number of working areas;

12 - number of months.

W cf. \u003d 17 214 120/60 * 12 \u003d 23 908.5 rubles.

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4.5.6 Ancillary workers wage bill:

For the remuneration of auxiliary workers, a time-bonus form of remuneration is used.

Table 3: "Calculation of the basic wage fund of auxiliary workers"

Additional salary fund (10% of 3 base):

3 additional \u003d 1 689 704 * 0.1 \u003d 168 970.4 rubles.

General payroll:

W total \u003d W main. +3 add.

W total =1 689 704+168 970.4=1 858 674.4 rub.

Unified social tax (34.2% of W total):

UST=1,858,674.4*0342=63,566.64 rub.

Average monthly salary per worker:

W cf. \u003d W total. /N slave *12,

W cf. \u003d 1 858 674.4 / 14 * 12 \u003d 11063.53 rubles.

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4.5.7 Payroll of engineers and MOS:

Table 4 "Calculation of the total payroll of engineers, MOS"

№	Name posts	Quantity, pcs. units	Res.	Monthly salary, rub.	Monthly salary fund, rub	Surcharges	Annual salary fund, rub
%	sum
	engineers
1	Master		13-14	23 000	46 000		18 400	772 800
2	Mechanic		12-13	21 000	42 000		16 800	705 600
	Total							1 478 400
	MOS
1	Cleaning woman		1-3	8 000	16 000		3 200	230 400
	Total							230 400

For IT workers:

UST = 1,478,400*0.342=505,612.8 rub.

The total salary for engineers is equal to the basic salary. The average monthly salary for engineers is determined by the formula:

3 average months 1person = W total. / (P itr. × 12)

3 average months 1person \u003d 1 478 400 / 4 * 12 \u003d 30 800 rubles.

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For MOP employees:

Social contributions amount to 34.2% of wages and are calculated as follows:

ESN = 230 400 * 0.342 = 78 796.8 rubles

The total salary for the MOS is equal to the basic salary. The average monthly salary for MOS is determined by the formula:

3 average months 1person = W total. / (P mop × 12)

3 average months 1person \u003d 230 400 / 2 * 12 \u003d 9 600 rubles.

All data on wages are taken from service stations in Kaluga:

1. C hour.- hourly tariff rate: for workers of the mechanical section - 80 rubles per hour; for the working section of maintenance and repair - 100 rubles per hour.

2. The amount of bonuses for the main workers - 30%;

3. The tariff rate of auxiliary workers is 60 rubles per hour.

4. Monthly salaries: 1) Master - 23,000 rubles.

2) Mechanic - 21,000 rubles.

3) Cleaning lady - 8 000 rubles

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4.6 Calculation of the cost of restoring the steering rack VAZ-2109

1. Determine the cost of the worn part:

Part weight - 1.3kg.

The price of a new part is 7,000 rubles.

C out \u003d 7,000/2 \u003d 3,500 rubles.

2. S m - raw materials and materials.

C m \u003d K m * C spo

K m - for welding - 0.7 ... 1.1:

C m \u003d 0.9 * 112.8 \u003d 101.52 rubles.

3. With zpo - the basic salary of personnel involved in the restoration

With zpo \u003d T pcs * T st, where

T pcs - piece time per part;

T st - the tariff rate of the main workers (80 rubles / hour).

With zpo \u003d 1.41 * 80 \u003d 112.8 rubles.

4. With zpd - additional salary 10 ... 18% of the basic salary.

With salary =0.1*112.8=11.28 rub.

5.UST - 34.2% of (With zpo + With zpd)

UST \u003d (112.8 + 11.28) * 0.342 \u003d 42.43 rubles.

6. TsNR - a complex item of expenses for the workshop.

CNR \u003d K c * C zpo, where K c \u003d 0.85 - 1.05

CNR=0.9*112.8=101.52 rub.

7. ZNR - factory overhead or overhead costs.

ZNR \u003d K s * C spo, where K s \u003d 0.55 - 0.7

ZNR=0.7*112.8=78.96 rub.

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8. Costs for the maintenance and operation of equipment:

C o \u003d K o * C spo, where K o \u003d 0.65 - 0.85

C o \u003d 0.85 * 112.8 \u003d 95.88 rubles.

Let's find the production cost:

C / C pr \u003d C from + C m + C zpo + C zpd + ESN + CNR + ZNR + C o

C / C pr \u003d 3,500 + 101.52 + 112.8 + 11.28 + 42.43 + 101.52 + 78.96 + 95.88 \u003d 4,044.39 rubles.

Steering Diagnostics

General information

Because steering disturbances affect multiple systems, all of these systems must be taken into account when diagnosing faults. To avoid being misled by false symptoms, you should always road test your vehicle first.

General diagnostics

Check the power steering for leaks. Also check the power steering fluid level and pump drive belt tension.