Influence of motor transport on the state of the environment. Control over the technical condition of vehicles Inspection procedure
Topic 1.3. Technical condition and performance of vehicles
Topic questions:
1. Quality. The main technical and economic properties of cars
2. Methods for determining the technical condition
3. Change in quality indicators over time
4. Types of parts wear
5. Operability and refusal. Failure classification
6. Influence of operating conditions on the change in the technical condition of vehicles and their components
7. Influence of the qualifications of repair workers and drivers on the efficiency of the technical operation of vehicles
1.3.1. Quality. The main technical and economic properties of cars
Quality is a set of properties that determine the degree of suitability of a car, unit, material to perform specified functions when used for its intended purpose. Each property is characterized by one or more indicators that can take on different quantitative values.
These properties can be maintained and restored, that is, they can be controlled, provided that the patterns of their change are known.
When analyzing or assessing quality, the following chains are sequentially considered:
when evaluating and testing products: properties - quality;
when presenting requirements for products: quality - properties - parameters.
In relation to cars, technical and operational properties (TES) are considered, the main of which are:
Weight and dimensions;
Fuel economy
load capacity;
Dynamism
- (traction and speed);
Capacity;
Performance:
profitability;
reliability;
price, etc.
Technical and operational properties are laid down during design and production, and are implemented (to varying degrees!): During production and operation.
At the same time, the consumer is interested in two main indicators of TPP: Initial level - PK1; Stability during operation (Fig. 1.6), i.e. PK(t) = Ψ (t), where t is the operating time (mileage, operating time) since the start of operation. : stable thermal power plants PK(t) = const, practically do not change during the entire service life of the product (dimensional and weight indicators, load capacity, capacity, etc.): i|
Unstable TPPs PK(t) ≠const, (Table 2) - deteriorate during operation and as the car or unit ages (performance, efficiency, fuel consumption, reliability, etc.).
1.3.2. Methods for determining the technical condition
The concept of technical condition
The technical condition of the car (unit, mechanism, connection) is determined by the totality of the changing properties of its elements, characterized by the current value of the design parameters Yi. Usually, the current values of design parameters are associated with operating time.
Operating time - the duration of the product, measured in units of mileage (kilometers), time (hours), number of cycles. There are operating hours from the beginning of the operation of the product, operating time to a certain state (for example, limiting), interval operating time, etc. In road transport, as a rule, the operating time of cars is calculated in kilometers (l), less often (special vehicles, off-road mining dump trucks) - in hours (t).
As the operating time l, t (Fig. 2.1) increases, the technical condition parameters change from the nominal Yн, characteristic of a new product, to the limit Yn, at which further operation of the product for technical, structural, economic, environmental or other reasons is unacceptable.
Rice. 3.2. Scheme of changing the technical condition parameters
ZR - zone of working capacity; ZO - failure zone; ZU - zone of anticipation of failures; Yp.d - maximum allowable value of the parameter; lр - product resource; lu - lead resource
The car is a complex system, a set of operating elements - assembly units and parts that ensure the performance of its functions. In relation to the car, the elements are aggregates, components and mechanisms, and in relation to the latter - parts. A car, a unit, a mechanism, a part can be united by a common concept - an object or a product. A modern car consists of 15-20 thousand parts, of which 7-9 thousand lose their original properties during operation, and about 3-4 thousand parts have a shorter service life than the car as a whole. Of these, 80-100 parts affect traffic safety, and 150-300 parts "critical" in terms of reliability require replacement more often than others, cause the greatest downtime of vehicles, labor and material costs in operation. The last two groups of parts are the main focus of technical operation, as well as production and supply. In modern cars, 2-3% of the range of spare parts accounts for 40-50% of the total cost of consumed spare parts for 8÷10% - 80÷90% and 20÷25 - 96÷98%. Hence the importance of information on the objects on which the technical condition of the car depends,
The possibility of direct measurement of design parameters without partial or complete disassembly of the assembly is most often limited. For these products, when determining the technical condition, they use indirect values, the so-called external or diagnostic parameters, which are associated with design parameters and provide certain information about them. For example, the technical condition of the engine can be judged by the change in its power, oil consumption, compression, and the content of wear products in the oil.
There are parameters of output workflows that determine the basic functional properties of a car or unit (engine power, stopping distance of a car); parameters of accompanying processes (heating temperature, vibration level, content of wear products in oil); geometric (constructive) parameters that determine the relationship between parts in an assembly unit and between individual units and mechanisms (clearance, travel, landing, etc.).
During the operation of the vehicle, the indicators of its technical condition change from the initial or nominal values yn, first to the maximum allowable o.d., and then to the limit o.d., which causes a corresponding change in diagnostic parameters from Sh to Sp.d and Sp. The values yn and Sp correspond to the limiting state of the product, at which its further use for its intended purpose is unacceptable or impractical. For example, during the operation of the brakes, as a result of wear of the brake linings and drums, the gap y increases between the linings and the brake drums, which causes an increase in the braking distance ST (Fig. 2.2). The limit value of the braking distance ST. „, which is regulated by the technical documentation (in this case, the Rules traffic), corresponds to the limit value of the clearance n in the brake mechanism.
This gap, in turn, corresponds to the mileage Lp, at which the gap and braking distance reach the limit value. The duration of the product, measured in hours or kilometers, and in some cases in units of work performed, is called operating time. Operating time to the limit state specified by the technical documentation is called a resource. Thus, in the example under consideration, Lp is a resource, and in the mileage interval 0≤Li≤Lp (serviceability zone), the product is operable according to this indicator and can perform its functions.
If you continue to operate the car outside Lp (for example, up to Li), then a failure will occur, i.e., an event consisting in a malfunction. This stops the transport process (stop on the line, premature return from the line).
The role of the maximum permissible value of the parameter is to inform (warn) in a timely manner about the approaching moment of failure in order to take appropriate measures, which will be discussed below.
1.3.3. Change in quality indicators over time
The quality indicators of the car, unit, parts deteriorate with increasing mileage. However, the sphere of operation is interested not only in the initial values of the indicators of properties that characterize the quality of the car, but also in the nature of their change during the entire period of operation. For a number of indicators, for example, performance, operability, time between failures, a change from the time of operation or car mileage is characteristic according to an exponential dependence
Where: PC(t), PC(1) - quality indicators in the t-th and first year of operation; k is a coefficient that determines the intensity of change in the quality indicator over time (mileage); t-duration of operation, years
The more intense the change in the quality indicators of cars over time, the lower its performance properties. Therefore, the evaluation of these indicators should be carried out taking into account the operating time of the product. The realized quality indicator is the average value of the quality indicator for a given or actually existing service life or mileage of the car.
The implemented indicator for the conditions described by formula (2.1) is defined as follows:
The implemented quality indicator is controlled at the national economic, intersectoral and sectoral levels.
If the number of cars in different age groups is not the same, then the realized fleet quality indicator is determined:
Pkj is an indicator of the quality of a car in the age group j
aij is the proportion of the age group of the park aij at a specific calendar moment of the park's existence
It is possible to manage the implemented indicator of the quality of a car in operation by purchasing cars with higher initial values of quality indicators (a, Fig. 5), more stable in operation (b, Fig. 5) and changing their service life (c, Fig. 5).
a) The initial value of the quality index PC,
b) The stability of the quality indicator - the intensity of the change in PC as the product ages
Rice. 5. Factors affecting the realized indicator of car quality
1.3.4. Types of parts wear
The change in the technical state of A and SC occurs under the influence of permanent causes due to the operation of mechanisms, random causes, as well as external conditions under which the car is operated or stored. Random causes are due to a violation of the rules and norms of scientific and technical documentation (hidden defects and structural overloads that exceed permissible limits, etc.).
During operation, the technical condition of vehicles is influenced by both internal and external factors. The main permanent causes of changes in the technical condition of the car, its units and mechanisms are: wear, plastic deformation and fatigue failure, corrosion, physical, chemical and temperature changes in materials and parts.
Wear. The wear process occurs under the action of friction, which depends on the material and quality of surface treatment, lubrication, load, speed of the relative movement of the surfaces and the thermal mode of operation of the interface.
Figure 2.1 - Types of parts wear /21/
1.3.5. performance and failure. Failure classification
Operability - the state of the product, in which it can perform the specified functions with parameters whose values correspond to the technical documentation, i.e. in the interval Yn - Yp (see Fig. 2.1).
The operating time of a product to the limiting state Yn is called a resource - lR. In the operating time interval from l = lO before l = lR the product is technically sound and can perform its functions.
If you continue to operate the product beyond its resource (see Fig. 2.1), i.e. during operating time l > lR, failure occurs, i.e. an event consisting in a violation or loss of performance.
For practical reasons, inside the operability zone, the so-called pre-failure zone of the memory is distinguished (see Fig. 2.1), at the beginning of which (at l \u003d lu) the technical condition parameter reaches its maximum allowable Up.d value (Table 2.3).
Table 2.3
Groups of product technical condition zones for option I in fig. 2.2
|
Index | |||
|
Technical condition Yi |
Yн ≤ Yi< Yп |
Yp.d ≤ Yi< Yп |
Yi ≥ Yн; Yi< Yн |
|
Operating time /i |
ly ≤ li< lp |
The value of this parameter is also called proactive. If a product enters this zone, it indicates the approach of a failure and the need to take preventive measures to prevent it, i.e. to maintain performance.
The general dynamics of changes in the technical condition is determined as follows:
Yi = (2.1)
There are failures of the car and its elements (aggregates, systems, parts).
Vehicle failure is such a change in its technical condition, which leads to the impossibility of starting the transport process or to the termination of the already started transport process.
Vehicle failure is recorded in the following cases related to the technical condition:
Delay with access to the line;
Termination of an already started transport process (linear failure);
Early return from the line (incomplete completion of the task);
Forced justified prohibition to work or termination of the car on the line by control authorities (traffic police, transport inspection, environmental police).
All other technical condition deviations from the norm are classified as vehicle malfunctions.
Failure classification
In terms of performance impact object, distinguish between failures of its elements and failures causing a malfunction or failure of the object as a whole;
According to the origin, There are failures: a) structural, b) production, c) operational;
Due to failures of other elements, distinguish between dependent and independent failures;
By the nature (regularity) of occurrence, and predictive capabilities distinguish between gradual and sudden failures.
By frequency of occurrence(time) for modern vehicles, there are failures with a short time, medium, and long;
According to the complexity of elimination, failures can be divided: requiring small, medium and high labor intensity to eliminate one failure.
By the impact on the loss of working time a / m: for those that can be eliminated without loss of time and failures that can be eliminated with the loss of working time.
1.3.6. The influence of operating conditions on the change in the technical condition of vehicles and their components
These conditions include natural and climatic conditions, road conditions, operating mode of the rolling stock.
Thus, the modes of operation of a truck in heavy urban traffic change compared to driving on a country road with the same type of coverage as follows:
Movement speed is reduced by 50-52%;
The average number of revolutions of the crankshaft per 1 km increases to 130-136%;
The number of gear changes increases by 3-3.5 times;
The specific friction work of brake mechanisms increases by 8-8.5 times;
Mileage with a curvilinear trajectory of movement (during turns, lane changes, etc.) increases by 3-3.6 times.
Natural and climatic conditions are characterized by ambient temperature, humidity, wind load, solar radiation level, amount of precipitation, etc.
Road conditions include the type and quality of the road surface, the relief and changes in the radius of curvature of the roadbed, as well as the presence of various road structures (bridges).
Figure 2.6 - Scheme of the influence of operating conditions on the TEA standards
The influence of the mode of operation of the car on its technical condition is characterized by the number of days of work per year (for city buses it can be 365, for trucks - 357; 305 or 253); the number of work shifts per day (1; 1.5; 2 or around the clock); duration of work on the line (time on duty); use of load capacity during the work shift; the number of trips with cargo, etc.
The rate of change in the technical condition of the car largely depends on the perfection of the design of the car and the level of technology of its production.
The change in the technical condition of the car to a large extent also depends on technological factors: the quality of the material of the parts, the methods of mechanical and thermal processing, the quality of assembly and adjustment.
An important factor in the operation of vehicles that affects their technical condition is the quality and correct choice of operating materials, which include automotive fuels, motor and transmission oils, coolants, etc.
It should be noted that the storage conditions of cars are a determining factor for their technical condition.
1.3.7. Influence of the qualification of repair workers and drivers on the efficiency of the technical operation of vehicles
According to a preliminary assessment of the combined impact of drivers and repair workers on the level of technical readiness and costs for maintenance and repair of vehicles, drivers account for approximately 33–36%, and repair workers account for 64–67%.
The influence of drivers on the indicators of reliability and TEA is manifested in the choice of rational modes of operation of units and vehicles in specific transportation conditions, the ability to timely fix signs of impending failures and malfunctions and take measures to prevent them, in the interest to apply rational modes of driving and operation of units and monitor the technical condition car.
The quality of driving determines the correspondence of the operating modes of the car to the driving conditions and the degree of their approximation to the optimal ones. Driving skill is about achieving high speeds while maintaining safety, smoothness and fuel consumption. The main influence on the reliability indicators of cars is provided by the professional preparedness (skill) of the driver and its implementation (share from 65 to 70%).
Topic control questions:
1. What elements does the logical structure of the concept of car quality include?
2. List the main technical and economic properties of the car
3. What is the difference between stable and unstable technical and economic properties of a car?
4. Explain such concepts in TEA as reliability and durability.
5. Explain such concepts in TEA as technical condition and operating time.
6. What does the nominal, permissible and limit value of the parameter mean?
7. What is diagnostics, maintenance, repair?
8. Explain the concept of "realizable quality indicator"
9. Management methods for a realized quality indicator in production
10. What internal and external factors affect the change in technical condition?
11. What permanent causes affect the change in the technical condition of the car?
12. List the types of wear parts.
13. How does the dependence of wear and wear rate of parts on the car's mileage look like?
14. In what cases is a car failure recorded?
15. Give a classification of vehicle failures.
16. Describe the impact of operating conditions on the change in the technical condition of cars.
17. Describe the impact of natural, climatic and driving conditions on the change in technical condition.
18. How do the design and technological factors and the mode of operation of the car affect the change in the technical condition?
19. Describe the impact of the qualifications of repair workers on the efficiency of the technical operation of vehicles.
20. Describe the impact of driver qualifications on the efficiency of the technical operation of vehicles.
The technical condition of vehicles is an important component of its safe operation. Many tragic accidents on the road occur due to a car malfunction, but any surprises can be largely avoided if you take care of its technical condition in advance and pass a technical inspection. A technical inspection is a check of the technical condition of a car Vehicle, including their parts, items of additional equipment, for compliance with the mandatory safety requirements of vehicles - in order to allow vehicles to participate in road traffic:
- passenger cars;
- · buses;
- trucks;
- trailers.
Scroll required documents for technical inspection:
vehicle registration certificate;
· Documents confirming the payment of vehicle tax for the current calendar year in the manner prescribed by the Tax Code of the Republic of Kazakhstan or the right to exempt it (for individuals).
During the technical inspection, the following parameters are checked:
- brake control
- · steering;
- glass visibility;
- External lighting fixtures
- Wheels, tires, suspension
- The content of harmful substances in exhaust gases;
- condition and functioning of fastenings of units and units of the chassis;
- condition and functioning of other equipment (seat belts, speedometer, first aid kit, fire extinguisher, etc.).
If the car is more than 7 years old, a technical inspection is carried out annually. Cars aged from 3 to 7 years old undergo a technical inspection at least once every two years. Vehicles not younger than 3 years old undergo a technical inspection every 36 months. Public transport (buses, minibuses, taxis) undergoes a technical inspection 2 times a year, regardless of the form of ownership and year of manufacture.
Today, it is not necessary to pass a technical inspection at the place of "registration" of the car, this can be done at the regional offices of JSC "NaTsEks". And if the technical condition of the vehicle is normal, then its owner will be able to obtain a certificate of technical inspection without any problems.
The hallmark of the Assay Office is a guarantee of quality. Examination of jewelry, as well as precious and semi-precious stones, is the main task of the Assay Office. Ordering an examination means getting the most complete and comprehensive information regarding the authenticity of a piece of jewelry and its components - precious, semi-precious stones and metal.
- · diagnostics diamonds, pearls, colored precious and ornamental stones with the issuance of an expert opinion;
- identification of precious stones for the purpose of state control;
- · testing and hallmarking of jewelry and household items made of precious metals and their alloys of imported and domestic production;
- · technical examination of precious metals;
- jewelry testing;
- production of reagents;
- · provision of methodological and advisory assistance in the production (development) of precious metals, precious and semi-precious stones and products from them;
- · melting and refining of precious metals in the laboratory for analytical purposes and sales;
- Purchase and sale of scrap and products made of precious metals.
- · participation in international cooperation in the field of development and recognition of hallmarks;
- · participation in the accreditation of bodies for the certification of products, production, services and quality systems in the field of production and technical expertise of precious metals and products from them;
- participation in the development of regulatory documents (methodological, guiding and advisory) in the field of examination of precious metals and products made from them, including the rules for the import, sale, purchase of products from scrap of precious metals, the procedure for branding products with an assay mark, the norms for losses in the manufacture of products, the procedure for collecting , processing, storage, accounting and delivery of scrap and waste of precious metals, the procedure for accounting and issuing names.
Gemological laboratory: The accredited gemological laboratory is equipped with the latest gemological equipment, which makes it possible to identify stones in a short time by physical and chemical properties, as well as visually using a special gemological microscope. Highly qualified specialists, expert auditors are ready to conduct a gemological examination of precious and semi-precious stones:
- · V oral form and form of consultations;
- · with the issuance of a brief expert opinion, without a photograph of the object under study, with confirmation of the linear dimensions, geometric parameters, weight and identification of the object under study, indicating its quality and purity;
- · with the issuance of a full expert opinion, with a photograph of the object, with confirmation of linear dimensions, geometric parameters, weight and identification, as well as comments on the test sample.
- Other types of services
Certification production facilities for working conditionsCertification of production facilities for working conditions is a whole range of measures for assessing production facilities: in order to determine the state of safety, harmfulness, severity, intensity of the work performed on them, occupational health and determine the compliance of the working environment conditions with safety and security standards labor, the results of which make it possible to develop measures to improve production, make it safer and less harmful. Certification of production facilities for working conditions in itself is one of the main obligations of the employer to ensure safe working conditions, which allows you to assess the quality of the employer's performance of other duties:
- Ensuring the safety of workers during the operation of buildings, structures, equipment, implementation technological processes, as well as tools, raw materials and materials used in the production;
- Compliance with labor protection requirements of working conditions at each workplace;
- Compliance of the work and rest regime of employees with labor protection standards;
- · application in sufficient quantity of necessary means of individual and collective protection of workers;
- Providing employees with washing and neutralizing agents.
All production facilities of organizations operating in the territory of the Republic of Kazakhstan are subject to certification of production facilities in terms of working conditions. The deadlines for certification are established by the organization, based on changes in working conditions, but at least once every 5 years from the date of the last certification of production facilities. Extraordinary certification can be carried out at the request of the state supervision and control body for safety and labor protection if a violation of the procedure for its implementation is detected .
Certification of production facilities for working conditions can be carried out by the company's own laboratory under the guidance of the employer. And in the absence of such a laboratory, specialized organizations are involved in carrying out this set of measures, and the services of other accredited laboratories can also be used in accordance with a civil law contract.
Separate branches of NaTsEks JSC are included in the list of specialized organizations that carry out certification of production facilities for working conditions, which can perform sanitary and hygienic, sanitary and chemical laboratory tests, measure noise and vibration levels, electromagnetic field strength, determine other physical factors, assess the factors of the working environment and attestation of workplaces.
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Energy saving is the implementation of legal, organizational, scientific, industrial, technical and environmental measures aimed at the efficient use of the fuel and energy resources of the Republic of Kazakhstan and environmental protection, the development of measures aimed at reducing the consumption of heat and energy resources. Thermal imaging control of buildings, structures, equipment allows you to timely detect weak points of the structure, equipment, heat or electrical network, and minimize the risk of accidents. Branch specialists will be able to provide:
- thermal imaging of buildings, structures, equipment, power networks;
- Identification of ways of leakage of energy resources;
- · calculation of annual energy savings in physical and monetary terms;
- · recommendations on preventive measures necessary to save energy resources and minimize risks.
In the age of information technology and informatization of all spheres of society, information support of work is of paramount importance in the context of the formation of the market and the development of various management systems. Specialists of the West Kazakhstan branch will provide services for:
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- production of presentation videos for enterprises and organizations.
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Technical condition of vehicles
Increasing the reliability of vehicles in operation and reducing the cost of their maintenance are one of the problems of national economic importance. The solution to this problem, on the one hand, is provided by the automotive industry, which produces new cars with greater operational reliability and manufacturability (repairability), on the other hand, by the maintenance service, which improves methods of maintaining cars in a technically sound condition. And since the effectiveness of the measures taken by the technical operation service is largely determined by the reliability of vehicles, their units, mechanisms and parts, we will consider this property in more detail.
Reliability is one of the most important properties of a car that determines the efficiency of using the car for its intended purpose.
The reliability of a car is the property of a car to perform the specified functions, while maintaining its performance within the specified limits for the required period of time or operating time. The running time of a car is usually measured in kilometers driven. Consequently, reliability is the ability of a car to operate without breakdowns and premature wear of parts, violations of the adjustments of mechanisms and systems, i.e., to operate without stopping for technical reasons for a certain time (mileage).
The reliability of a car, its units, mechanisms and systems is a complex indicator and is determined by reliability, maintainability and durability.
Reliability of the car - the ability to maintain performance for a certain time or mileage without forced breaks to eliminate failures. The reliability indicators of a car can be, for example, the probability of a car’s trouble-free operation during a shift, between regular types of maintenance, etc.
Maintainability is a property of a car (unit, mechanism), which consists in its adaptability to the prevention, detection and elimination of failures and malfunctions.
Indicators of maintainability (manufacturability) of the car are the downtime of the car during maintenance and repair and the complexity of these works in man-hours.
The maintainability of a vehicle design is determined by the ease of access and ease of removal of units, components and parts, as well as the degree of unification of systems, components, assemblies and fasteners.
The durability of a car is the ability to maintain working capacity to the limit state with the necessary breaks for maintenance and repair. The limiting state of the car is determined by the impossibility of its further operation due to a decrease in the efficiency of its use or due to traffic safety requirements. Durability indicators are resource (in kilometers) and service life (in years).
The resource is the vehicle run to the limit state, which is determined by the wear of the base parts, in which their repair is impossible or impractical.
The technical condition of the vehicle is characterized by the degree of serviceability of its units and mechanisms, which determines the suitability for transport work.
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Characteristics of the current state of motor transport in Russia
Introduction
Transport is part of the productive forces of society and is an independent activity of material production. Hence, it follows that the products of transport are of a material nature and are expressed in the movement of the material product of other industries.
Transport products have the following features:
The material nature of transport products is to change the transport position of the transported goods.
In transport, the processes of production and consumption of products are not separated in time, transport products are consumed as a useful effect, and not as a thing.
Transport products cannot be accumulated for the future; an increase in demand for transportation will require the use of additional transportation capacity.
In the process of transport operation, new products are not created, but on the contrary, this process is accompanied by the loss of physical volumes of goods.
Transport products cause additional costs in the manufacturing sectors, which causes a mismatch between the interests of the economy as a whole and the transport industry in particular.
Road transport in Russia transports about 80 of the total volume of goods transported by all modes of transport. In recent years, the monopoly of state-owned enterprises on road transport has been eliminated. As a result of corporatization and privatization, motor transport is a "testing ground" for the development of small businesses. Competition with entrepreneurs of other modes of transport has become a real factor stimulating the development of motor transport. The problems of motor transport include its high resource intensity, negative ecology and heavy damage from road accidents. the search for opportunities to reduce production costs and distribution costs for the sake of profit.The introduction of pogost approaches in management has become very relevant at the present stage of development of the Russian economy.Freight road transport in market conditions is experiencing rapid development.The growth of Russian commodity markets is ensured primarily by the speed of transportation , reliability and door-to-door direct delivery capabilities that only a car can provide.
Prospects for the development of the feasibility study. Russia in the global transport system
Freight road transport is an important factor in the development of the country's economy and ensuring its foreign economic relations. The process of providing transportation is associated with the solution of a number of organizational, technological and managerial problems.
The following will contribute to the increase in the efficiency of the operation of freight vehicles and its competition in the transport services market:
Replenishment of the fleet of trucks that are in demand in the transport services market, both in terms of body structure (dump trucks, vans, refrigerators), and in terms of carrying capacity (up to 3 tons and over 15 tons), based on the introduction of a leasing system that is favorable for the carrier.
Stabilization of the cost of motor fuel.
Development of freight forwarding companies and transport exchanges that facilitate the search for clients, the provision of additional services related to the terminal handling of goods.
Introduction, in order to ensure fair competition, unified forms of primary accounting of transportation for all subjects of the transport services market, as well as an effective system of control and their application by interested government and regulatory bodies.
Creation of conditions stimulating the carrier to ensure the safe operation of trucks in terms of safe traffic, safety of contractual relations with all participants in the transport process, and ecology.
An essential factor in the balanced development of transport is the process of equitable distribution of costs incurred by carriers, society (represented by the state) and users of transport services. The social costs of combating the harmful effects of transport operation must be compensated not only by tight controls and high taxes paid by carriers, but also by correspondingly higher fees for transport services.
The essential importance of these factors for the development of the economy confirms that the achievement of such a balance becomes one of the main goals of transport policy.
In connection with the expansion of the integration of the Russian economy into the world community, which will accelerate significantly after joining the WTO, the motor transport industry will play an increasingly important role in the development of the country. At the same time, Russian legislation, technical standards and regulations will approach European ones. The road transport business will become more "transparent" from an economic and legal point of view, but at the same time, the requirements for the quality and efficiency of the carrier's work will increase.
1. Research section
1.1 Characteristics and classification of goods, packaging, method of transportation
All items and materials from the moment they are accepted for transportation and until delivery to the recipient are cargo. Loads that can be rolled are called rolled. According to the degree of danger, goods are divided into the following groups: low-hazard (building materials, food products, etc.); dusty and burning (cement, mineral fertilizers, asphalt, bitumen); dangerous goods (transportation of dangerous goods is regulated by special regulations. (Fig. 1)
A heavy cargo is a cargo that, when loaded into a vehicle, causes the excess of at least one of the parameters for the permitted maximum mass of the rolling stock or the main cargo defined in the regulatory documents.
Oversized cargo is cargo that, when loaded into a vehicle, causes at least one parameter to be exceeded in terms of the maximum overall dimensions of the rolling stock, defined in regulatory documents.
A long load is a load that, when loaded into a vehicle, protrudes beyond the tailgate by more than 2 meters.
Aluminous cement is obtained by grinding fired to sintering or fusing rocks rich in alumina, or a mixture of lime and bauxite with a mass fraction of alumina up to 30%. In addition, aluminum slags are often used for the production of aluminous cement. Sometimes up to 20...30% acidic granulated slag is introduced to reduce shrinkage and exotherms, as well as reduce the cost of cement.
The main components of these cements are single calcium aluminate CaO A12O3, pentacalcium trialuminate 5CaO ZAl2O3 and single calcium dialuminate CaO-2A12O3) actively interacts with water during mixing:
2(CaO Al2O3)+ nH2O>2CaO Al2O3 8H2O+Al2O3 3H2O.
Cement stone is resistant to the action of flowing and aggressive waters, since it does not contain free hard lime and tricalcium hydroaluminate. Only concentrated solutions of magnesium sulphide, alkalis and strong acids destroy this stone.
The density of aluminous cement in a loose state is 1000., 1400 kg/m3. The fineness of grinding is higher than that of ordinary Portland cement: the residue on the No. 008 sieve is no more than 1.0%.
Distinctive feature of this - cement is that it quickly hardens under normal conditions. The beginning of setting is no more than 30 minutes, the end is no later than 12 hours from the moment the cement is mixed with water.
Waterproof expanding cement - a mixture of aluminous cement, gypsum and ground high-basic calcium hydroaluminate. It is a fast setting and fast setting hydraulic binder. Beginning of setting - no earlier than 4 minutes, end - no later than 10 minutes after mixing. Differs in the ability to increase in volume (expand) in the process of setting and hardening. The expansion occurs as a result of the formation of highly basic calcium hydrosulfoaluminates in the medium of the hydrating binder, the volume of which significantly (1.5 ... 2.5 times) exceeds the volume of the solid components. According to temporary specifications, the linear expansion of this cement after a day should be at least 0.2%, after three days no more than 1%. The compressive strength of the sample after three days should reach 50 MPa with a test of normal density.
It is impossible to transport cement in bulk in open bodies of cars and trolleys.
Places for loading and unloading cement should be protected from precipitation and wind.
It is not allowed to store cement in open areas and under sheds, at least under a tarpaulin cover.
Cement warehouses should be located in dry places, ensuring the removal of surface water from them.
Concrete and mortar, as a rule, should be prepared in centralized concrete - mortar mixing plants.
When preparing concrete and mortar, cement should be dosed only by weight.
Gypsum binders are substances consisting of semi-aqueous gypsum, or anhydrite, and obtained by heating the feedstock and grinding it.
Gypsum binders, depending on the firing temperature of the raw material, are divided into. two groups: low-fired and high-fired. Low-firing materials are fast-hardening binders. They are obtained by heating natural two-water gypsum CaSO4-2H2O to a temperature of 200 ° C, at which part of the chemically bound water is removed and semi-aqueous gypsum is formed:
CaSO4 2H2O>CaSO4 0.5H2O+1.5H2O.
Low-firing gypsum binders include building, molding and high-strength gypsum.
Building gypsum is an air binder, consisting mainly of semi-aqueous gypsum CaSO4 0.5H2O. The technology for obtaining building gypsum is quite simple. It includes several technological schemes: a) pre-crushed material is ground into powder, which is then fired; b) the feedstock after crushing is fired and then grinding is carried out; c) grinding and firing are carried out simultaneously in one apparatus (this method is called suspended firing).
Feedstock can be heated in shaft furnaces by rotating drying drums. In this case, burnt gypsum is obtained. For the heat treatment of natural gypsum, special digesters are also used, in which the so-called "cooking" or "boiled" gypsum is obtained.
Research prof. A.V, Volzhensky showed that two-water gypsum can be converted into semi-water by mixing ground gypsum with ground quicklime in a ratio of 1:1. The product obtained in this way is called a gypsum-lime binder.
When building gypsum is mixed with water, a plastic dough is formed, which, as a result of physical and chemical processes, turns into a solid stone material with a sufficiently high strength.
The process of hardening gypsum proceeds according to the reaction
CaSO4 0.5H2O + 1.5H2O \u003d CaSO4 2H2O,
resulting in the formation of dihydrate gypsum, similar to the source material.
The main indicators of the properties of building gypsum are tensile strength, fineness of grinding and setting time. The strength depends on the feedstock, the dehydration temperature, and the grinding rate. The first grade of gypsum at the age of 1.5 hours has a compressive strength of 5.5 MPa, and dried to constant weight - 10 MPa, the second - respectively 4 and 7.5 MPa. High-strength building gypsum has a compressive strength of up to 30 ... 40 MPa; fineness of grinding - residue on sieve No. 02 - 15 ... 35% of the weight of the sample. The terms of building gypsum setting are limited: beginning - 4...5 minutes after mixing; end -- 6...30 min.
The transport container is designed to protect the cargo from external factors and to ensure the convenience of loading and unloading operations, transportation, storage and fastening to the vehicle. For transportation by road transport, goods are presented in a wide variety of containers, which can be classified:
By sphere of circulation: single, multi-turn;
According to the ability to maintain its shape: rigid (made of metal, wood, plastic); semi-rigid (folding boxes made of polymeric materials, cardboard); soft (bags made of fabric, paper, film)
The main types of rigid containers include:
Boxes (wooden, fiberboard, plywood, polythene, corrugated cardboard);
Lathing from rails;
Drums (cardboard, plywood, steel, wood);
Barrels (wooden, steel, aluminum, polymer);
Flasks (milk and for paints and varnishes);
The container is glass;
Containers.
In my developing course project, the transportation of bulk cargo (crushed stone, sand, coal, expanded clay) is carried out. For the transportation of such goods, special containers are not needed, it is only necessary to have cars with a rolling body.
Depending on the mode of storage and the required conditions of transportation, goods are divided into ordinary, perishable, unsanitary and livestock.
The physical, chemical and biological properties of cargoes can lead to changes in the mass, volume or integrity of the cargo and reduce its quality.
The quality of the cargo is a set of properties that determine the degree of suitability of products for their intended use.
The inevitable loss of cargo refers to natural loss, which is normalized during transportation. The norms are set by the manufacturer or consumer of the product and correspond to the maximum natural loss, for which the carrier is not responsible.
Table 1 - Cargo classes
Packaged, packaged and containerized cargo;
Liquid and gaseous cargoes;
Pillowcase loads;
Oversized cargo and cargo of large mass.
1.2 Requirements for the organization of the work of cargo points
transport freight transportation
Loading and unloading points are objects where loading and unloading operations are carried out and paperwork for the transportation of goods is carried out. (Fig. 2)
Loading and unloading points include:
Access roads and maneuvering areas;
Weighing devices;
Service and household premises;
Means of mechanization and etc;
Means of operational communication.
Depending on the object being serviced, the PRP are divided into permanent and temporary.
Temporary prp are organized to service construction sites, during harvesting. (Figure 3)
Permanent prp are distinguished by purpose:
Freight auto stations (terminals) are directly involved in the technological chain of cargo delivery by road and, as a rule, belong to the ATO or freight forwarding companies;
Freight yards of railway stations ensure the transfer of goods between rail and road transport;
Ports of sea and river transport are complex transshipment points that ensure the transfer of goods between several modes of transport;
Cargo storage and cargo generating points of industrial organizations, which are warehouses for finished products or raw materials and, as a rule, are equipped with stationary loading and unloading mechanisms;
GPP points of trade and consumer services organizations are designed to accept small volumes of cargo and are not equipped with PFP.
The main problems causing delays and unreasonably high costs in the implementation of the PDP are the following:
Low share of package and container transportation, despite the fact that about 80% of transported AT cargoes are suitable for transportation in containers;
The presence of a large number of PRPs with small amounts of work, in which it is inappropriate to install a PFP;
Low level of mechanization of departmental PDPs, for which the transport process plays a secondary role (shops, agricultural organizations). On such transportations, the time of the PRR is up to half of the total time of the substation, and the cost of the PRR is about 40% of the cost of transportation;
Insufficient number of specialized automatic telephone exchanges.
One of the most effective ways to perform PDP is to mechanize and automate the execution of these works, which can reduce their duration and make the schedules for their implementation realistic. Due to this, you can get advantages when performing the transport process:
Acceleration of cargo delivery;
Improvement of cargo safety;
2. Settlement and technological section
2.1 Selection of rolling stock
The choice of rolling stock is made according to two parameters:
a) by hourly productivity; b) by energy intensity.
We compare two brands of cars KAMAZ 5411Gs with a semi-trailer ODAZ-9334-dn-20t and Maz 54323-32S with a semi-trailer 939740-dn-20.9t.
1 Determine the hourly productivity of tractor vehicles by the formula:
Q2=(gn?yc?be?UT) ? (L2+ be) (UT? tn.p), m? h
Where qn is the rated carrying capacity of the towing vehicle;
yc - systematic coefficient of utilization of the carrying capacity of the vehicle-tractor;
be - coefficient of utilization of the carrying capacity of the vehicle;
UT - average technical speed, km? h;
L2 - distance of a loaded ride, km;
tn.p - time of loading and unloading per trip, h;
a) KAMAZ 5411Gs on route AB
at a speed of 24 km? h
Q2?=(20?1?0.5?24) ? (320 + 0.5? 24? 0.7) \u003d 5.45 t? h
at a speed of 28 km? h
Q2? ?==(20?1?0.5?28) ? (320 + 0.5? 28? 0.7) \u003d 6.08 t? h
Qav=(Q2?+ Q2? ?) ? 2=(5.45+6.08) ? 2=5.76 t? h
b) Maz 54323-32C on route AB at a speed of 24 km? h
Q2?=(20.9?1?0.5?24) ? (32 + 0.5? 24? 1) \u003d 5.68 t? h
At a speed of 28 km? h
Q2? ?==(20.9?1?0.5?28) ? (32 + 0.5? 28? 1) \u003d 6.36 t? h
Average performance at various speeds
Qav=(Q2?+ Q2? ?) ? 2=(5.68+6.36) ? 2=6.02 t? h
2.2 We determine the energy intensity of the presented cars according to the formula
Et=(N????) ? (1000?gn) , MJ? T
where H is the fuel consumption rate per 100 km, l;
fuel density;
Calorific value of fuel, kJ? kg
Et \u003d (25? 0.793? 42700) ? (1000?20)=42.3 MJ? T
Et \u003d (28? 0.793? 42700) ? (1000? 20.9)=45.4 MJ? T
From the above calculations, it is more expedient to accept a KAMAZ 5411Bg vehicle with an ODAZ-9334 semi-trailer with a payload capacity of 20 tons for work on routes. Characteristics of the vehicle-tractor:
1 Load capacity - 20t.;
2 Wheel formula - 6? 4;
3 Gross weight - 19.3 tons;
4 Engine type, power, hp D-240;
5 Tire size - 260R508; - 300R508;
6 Overall dimensions (internal dimensions) 12300×2500×2080.
2.2 Mechanization of loading and unloading operations during the transportation of goods
Loading and unloading mechanisms are selected based on the conditions of their work and ensuring the least downtime of rolling stock and mechanisms at minimal cost. However, their choice depends on the following factors:
The nature of the cargo being processed;
Physical properties of the cargo;
Daily volume of cargo handling;
Type of rolling stock.
In this project, it is planned to transport and load the loading and unloading of cement and gypsum on pallets of the 2PV2 brand, GOST 9078-67 “Flat pallets” with a carrying capacity of 2 tons. The gantry crane must take 2 pallets at a time.
2.2.2 Calculation of the required number of parameters of cars on the route A-B-B-A
The calculation must begin with the ratio of the carrying capacity of the car and the loading machine, which is determined by the formula
m=ga ? gnm=2?5,
where ga is the carrying capacity of the vehicle-tractor;
gnm - loading capacity of the loading machine.
m=20 ? 5=4 cycles
where m is the number of cycles with n-p car.
The number of loading machines is determined
Nnm=Qm? (We? Tn), t? h
where Qm - shift volume of cargo handling (loading and unloading);
We is the operational performance of the loader.
The variable volume of processing will be
Qcm=Qpl? dr=42000 ? 220=190.9 t
Determining operational performance
We \u003d WT - Kv? Kg, m? h
where WТ is the technical performance of the forklift;
Kv - coefficient of use of the machine in time - 0.8;
Kg - coefficient of use of the machine in terms of load capacity - 0.85.
The technical performance of the forklift will be
WТ=3600?gpm? Tc=3600?5 ? 90=80t
3600 - the number of seconds in an hour;
Tts - the duration of the working cycle, 80? 200 sec
We \u003d 80? 0.8? 0.85 \u003d 54.4 t? h
Nnm=190.9? 54.4?10=0.35 units 1
To confirm the correctness of the loading machine, it is necessary to compare the estimated loading and unloading time with the standard one.
tn p=(qн?vс) ? We?60=20?1? 54.4?60=22, min
tnp? tn n \u003d 22? 30
We accept a gantry crane - KK-5.
The determination of the number of loaders on other routes is found in the same way as in the first ABBA route.
Feature of Gantry Crane:
1 Load capacity - 5 tons;
3 Electric motor power - 47 sq.;
4 Crane weight - 35.1 tons;
5 Manufacturer - Bureya Mechanical;
6 Lifting height - 9m.
2.3 Choice of initial loading point on a circular route
Rice. - Scheme of route No. 2 of the ring
Distances are presented by assignment.
To organize the operation of cars, such an option is needed in which the sum of zero runs minus the last idle would be minimal.
According to the initial data of the course project on route No. 2, there is one zero run - 12 km. Singles are not listed.
Based on the conditions of the task, it is advisable to establish the first loading point at point "B".
2.4 Determination of the main technical and operational indicators along the routes
The mileage utilization factor per ride?e=0.5, since the route is pendular with a reverse idle run.
Tm \u003d Tn - t0 \u003d Tn - l0? VT = 10-18? 26=9.31h.
VT - taken average.
Calculate the number of trips per shift
Ps=Tm? te=9.31? 3.17=2.68? 3
te=tdv AB + tdvBA+tp-r, hour
te= lc? VT+lx? VT + tp-p=32 ? 24+32? 28 + 0.7=3.17h
Trips can only be expressed as a whole number, so round up to 3.
In connection with the environment of the number of riders, we recalculate the time of the car on the route.
Tm?=ne? (lsch+??VT? tp-r) ? (?? VT)=3(32+0.5?26?0.7) ? (0.5?26)=10.38h.
Time in dress
Tn?= Tm?+t0=10.38+0.69=11h
Qdn=gn??s?ne=20?1?3=60t;
Рdn=gn??s?pe?lgr=60?32=1920 tkm.
We define
Ae = Qm? (Dр? lQdn)=42000 ? (220? 60)=3.18? 3 units
The daily mileage of the car will be
lday=(lsch?ze) ? ?+l0=(32?3) ? 0.5+18=210 km
Determine the mileage utilization rate per day of work
C \u003d lgr? lday = (lsch?ne) ? lday=(32?3) ? 210=0.457
Route No. 2 circular
Tm \u003d Tn - l0? VT = 8-12? 22=7.46h.
Vehicle turnover time
tob \u003d? tdv about +? tnp about,
where? tdv about, ?tnp about - the total time of movement of the car for one revolution, and the idle time for loading and unloading, h.
Total travel time per revolution:
Tdv about \u003d tVG + tGD + tDE + tEZH + tZHZ;
Tmo about = 20 ? 22+8.6? 24+12? 21+9.6? 21+6? 28=2.8h.
Tnp about \u003d t Vp + t Grp + t Drp + t Erp + t Zhp;
Tnp rev=0.35+0.7+0.7+0.7+0.35=2.8h.
Tob=2.48+2.8=5.28h.
Pob=Tm? tob=7.46? 5.28=1.4? 1
We recalculate the time of the car on the route and the time in the order due to rounding
Tm = Pob? tob=1?5.28=5.28h
Tn?= Tm?+t0=5.28+12? 22=5.82h
Daily production of a car in tons
Qdn \u003d gn? (? VG + ? GD + ? DE + ? EZH)? Pob, t
Qdn=20?(1+1+1+1)?1=80t.
Daily output in ton-kilometers
Рдн=gn?(?lВГ+ ?lГД+ ?lDE+ ?lЕЖ)?Pob,
Рdn=20?(1?20+1?0.6+1?12+1?9.6)?1=1004tkm.
Operating number of vehicles on the route
Ae \u003d (QVG + QGD + (QDE + QEZH)? (Dr? Qdn),
Ae=(40000+32000+31000+21000) ? (220?80)=7
Daily mileage per car
lday \u003d lob? Pob + l0 - lx;
lday=(lVG+ lGD+ lDE+ lEZH+ lZHZ)?Pb+l0? - lx;
lday \u003d (20+ 8.6+ 12.0 + 9.6)? 1 + 12 - 6;
Daily mileage utilization rate
?=(lgr?Pob) ? lday=(50.2?1) ? 56.2=0.893
Pendulum route №3
Determine the time of the car on the route
Tm \u003d Tn - (l0? + l0? ?) ? ((VT ?+ VT ? ?) ? 2)= 10-(5+8) ? ((20+22)? 2)=9.38h.
Calculate the number of trips per day
Pe=Tm? te=9.38? 3.04=3.08? 3
te \u003d tdv (IR) + tdv (KI) + tp-r;
te=lIR? VT ?+ lKI? VT? ?+ tp-r=25 ? 20+24? 22+0.7=304h
In connection with the rounding of the number of trips, we recalculate the time the car worked on the route and in the order
Time on the route
Тm?=Pe (lgrIR+ lgrKI +??VT? tpr) ? (?? VT)=3(25+24+1?21?0.7) ? (1?21)=9.8h.
Time in dress
Tn?= Tm?+t0=9.1+0.62=9.72h
Daily output in tons and tkm
Qday=gn??s?Pe=20?1?3=60t
Rdn \u003d Qdn? (lsch + lsch) \u003d 60? (25 + 24) \u003d 2940tkm.
Operating number of vehicles on the route
Ae \u003d (QIR + QKI) ? (Dр? Qday)=(50000+50000) ? (220? 60)=7.57? 8
Daily car mileage
lday=(lgrIK+ lgrKI)?Pe+l0? +l0? ?- lх=(25+24)?1+5+8 - 0=160km;
Determine the daily mileage utilization rate
Lgr? lday \u003d (lgr IR + lgr CI)? Pe? lday=(25+24)?3 ? 160=0.918
Determination of average indicators for routes No. 1, No. 2, No. 3
Average time on duty
Tn.av=(?Ae?Tn) ? ?Ae)=(3?11+7?5.82+8?9.72) ? (3+7+8)=8.42h
Average daily car mileage on routes
lday =(?Ae? lday) ? ?Ae=(AeAB? lday+ AeVZ? lday+ AeIK? lday) ? (AeAV+ AeVZ+ AeIK)
lday \u003d (3? 210 + 7? 56.2 + 8? 160) ? (3+7+8)=128km
Average mileage utilization rate on routes
Ср= (?Ае? lgr) ? (?Ae? lday)=(AAB? lgr+ AVZ? lgr+ AIK? lgr) ? (AAB? lday+ AVZ? lday+ AIK? lday)
Av=(3?96+7?50.2+8?147) ? (3?210+7?56.2+8?160)=1.06
2.5 Production program for operation
The production program for the operation of the rolling stock of road transport is developed on the basis of indicators of the transportation plan, data on the number of rolling stock for the planned period and the estimated performance of vehicles in accordance with the technical and operational indicators adopted in the plan in table 1.
The production program includes quantitative indicators of rolling stock operation.
They are calculated on the basis of data on the number of rolling stock, technical and operational indicators and productivity.
Quantitative indicators include: the stay of cars at the ATP, days in operation, time on duty, downtime of cars under load and unloading and unloading, the total mileage of cars in motion, the volume of cargo transportation and cargo turnover. All calculated indicators are summarized in Table 2.
Table 2 - Technical and operational indicators.
|
The name of indicators |
Route 1 (designation) |
Route 2 (designation) |
Route 3 (designation) |
Final and average indicators |
|
|
1.Volume of cargo transportation, t |
|||||
|
2. Freight turnover, t km (day) |
|||||
|
3.operational number of cars |
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|
4. Car-days in operation |
|||||
|
5. Car-watch in dress, h |
|||||
|
6.Park use coefficient |
|||||
|
7. Actual time on duty, h |
|||||
|
8.Mileage utilization rate |
|||||
|
9. Daily car mileage, km |
|||||
|
10. Loaded vehicle mileage, km (for the billing period) |
|||||
|
11. Total mileage of cars, km (for the billing period) |
|||||
|
12. Cargo turnover for the entire volume |
2.5.1 Vehicle days in service on routes
No. 1 ADe \u003d AeDr \u003d 3 220 \u003d 660
№2 ADe \u003d AeDr \u003d 7 220 \u003d 1540
№3 ADe \u003d AeDr \u003d 8 220 \u003d 1760
2.5.2 Car hours in service, h
No. 1 AChn \u003d ADe T "n \u003d 660 11 \u003d 7260 h
No. 2 ACHn \u003d 1540 5.82 \u003d 8962.8 hours
No. 3 AChn \u003d 1760 9.72 \u003d 17107.2 h
2.5.3 Fleet utilization rate
U \u003d Dr / Dk \u003d 220/360 \u003d 0.61
2.5.4 Daily vehicle mileage for the billing period
No. 1 ? day \u003d ls.s ADe \u003d 210 660 \u003d 138600 km
№2 ? day = 56.2 1540 = 86548 km
№3 ? day = 160 1760 = 281600 km
2.5.5 Loaded mileage for the billing period, km
№1 ?gr = lgr ADe = 96 660 = 63360 km
№2 ?gr \u003d 50.2 1540 \u003d 77308 km
№3 ?gr = 147 1760 = 258720 km
2.5.6 Period mileage utilization rate
#1? = ?g / ?day = 63360 / 138600 = 0.457
№2 ? = 77308 / 86548 = 0,893
№3 ? = 258720 / 281600 = 0,918
2.5.7 Total car mileage for the billing period, km
№1 ?total = ?land Ae = 138600 3 = 415800 km
№2 ?total = 86548 7 = 605836 km
№3 ?total = 281600 8 = 2252800 km
2.5.8 Freight turnover for the entire volume of transportation, tkm
#1? P \u003d Rsush ADe \u003d 1920 660 \u003d 1267200 tkm
#2? P \u003d 1004 1540 \u003d 1546160 tkm
No. 3 ? P \u003d 2940 1760 \u003d 5174400 tkm.
3. Organizational section
3.1 Freight management
Freight management system
Management is a function of organized systems that provides a targeted impact on the participants in the production process in order to maintain a certain structure, mode of activity and achieve predetermined results. The goal of management is to ensure the efficient and planned use of all resources in order to achieve the highest end results of production at the lowest cost.
Operational planning of transportation means the preparation of daily transportation plans in accordance with customer orders based on the specific situation and the availability of rolling stock ready for operation. In the operational planning of transportation for each car, bus, road train, a work plan (shift-daily plan) is drawn up, which provides for the number of trips, flights or turnovers, a certain amount of transport work, the amount of money received (revenue plan), as well as the mode of movement. The traffic mode can be specified in the form of a traffic schedule, a traffic schedule, or a given technical speed and normalized downtime during loading and unloading.
Orders for transportation are accepted in writing or by telephone (in the form of a telephone message), if transportation is carried out under a contract. Transportation orders contain the following data: name and address of the sender and his details, point of departure (exact address), name of the cargo, type of packaging, number of pieces and weight of the cargo, destination (exact address), name and address of the recipient, who and by what means performs loading and unloading of goods. All orders for transportation are recorded in a special journal in the order they are received. If there is an order for transportation with new objects of loading and unloading operations along a route that has not previously been carried out, then it is necessary to obtain data that determine the conditions of transportation (characteristics of access roads, loading and unloading front, means of mechanized work, lighting at night , opening hours of points, road category, distance). It is rational to obtain these data by direct examination of the object by the employees of the motor transport enterprise. The transportation distance is determined by reference tables or by measuring on the map with a curvimeter.
Curvimeter - a device for measuring the length of curved lines on maps and plans. It has a working wheel, which is rolled along the route on the map and, taking into account its scale, determine the distance of transportation. There are devices installed on the vehicle that record the exact distance of transportation (the length of the route).
The daily operational plan of transportation "Serves as a guiding document, on the basis of which the fleet organizes their work on the planned day, the dispatcher on duty controls the release of the rolling stock and organizes its work on the line, line dispatchers manage the work of the rolling stock in accordance with operational tasks.
The daily operational transportation plan is developed by the senior dispatcher in accordance with Appendix 4. The plan is drawn up separately for groups of vehicles (flatbed, dump trucks, specialized) and sequentially for loading objects.
When developing an operational plan, special attention is paid to the maximum linkage of transportation by organizing the movement of rolling stock along rational routes.
The scope of work provided for by the daily operational plan should ensure the loading of the fleet on the basis of the average daily tasks for transportation established for it by the state plan and the most important technical and operational indicators, primarily fleet utilization and mileage, taking into account the fulfillment and overfulfillment of the monthly plan.
The daily operational plan is handed over for execution to the duty officer, the dispatcher of the fleet.
3.2 The concept of documents
Documentation is a set of carriers of information sources used in the economic activity of a car company, documents are called appropriately drawn up, signed and certified business papers, which draw up various business transactions, legal relations and actions of legal entities and citizens.
A document (lat. Words - proof) is an act denounced in writing, certifying the existence of facts of legal significance. It is a carrier of fixed information of a scientific, technical, economic, operational and production and administrative nature. (Figure 4)
For the first time in the Russian language introduced this word Peter-? as written evidence. A document in the broadest sense is any information in any language.
Figure 4 - Document classification scheme.
The main regulatory documents regulating the activities of road transport in Russian Federation.
State regulation of road freight transport is carried out by issuing relevant legislative acts, using economic methods, state support for certain enterprises and areas of transport activity, and taxation.
The fundamental law of the Russian Federation - the Constitution - contains legal norms of a fundamental nature on the foundations of the constitutional system, the federal structure of the state. Article 8 of the Russian Constitution guarantees the unity of the economic space, the free movement of goods, services and financial resources, and free economic activity. Private, state, municipal and other forms of ownership are recognized and protected in the same way.
The most important source of motor transport law is the Civil Code of the Russian Federation, which provides a legal basis for concluding contractual relations regarding the provision of transport services.
SHIPPING
Article 784, General Provisions on Carriage
Carriage of goods, passengers and luggage is carried out on the basis of a contract of carriage.
The general conditions of carriage are determined by transport charters and codes, other laws and rules issued in accordance with them.
The conditions for the carriage of goods, passengers and baggage by certain modes of transport, as well as the responsibility of the parties for these carriages, are determined by the agreements of the parties, unless otherwise established by this Code, transport charters and codes, other laws and rules issued in accordance with them.
Article 785. Contract for the carriage of goods
Under a contract for the carriage of goods, the carrier undertakes to deliver the goods entrusted to him by the sender to the point of destination and issue it to the person (recipient) authorized to receive the goods, and the sender undertakes to pay the established fee for the carriage of the goods. 2. The conclusion of a contract for the carriage of goods for the carriage of goods is confirmed by the preparation and issuance of a consignment note (bill of lading or other document for the goods provided for by the relevant transport charter or code) to the sender of the goods.
Article 797
1. The carrier is obliged to provide the consignor of cargo for loading within the time period established by the application (order), the contract of carriage or the contract on the organization of transportation, serviceable vehicles in a condition suitable for the carriage of the corresponding cargo.
The consignor of the cargo has the right to refuse submitted vehicles that are not suitable for the carriage of the corresponding cargo.
Loading (unloading) of cargo is carried out by a transport organization or a sender (recipient) in the manner prescribed by the contract, in compliance with the provisions established by transport charters and codes and rules issued in accordance with them.
Loading (unloading) of cargo, carried out by the forces and means of the sender (recipient) of the cargo, must be carried out within the time limits stipulated by the contract, unless such time limits are established by transport charters and codes and rules issued in accordance with them.
Article 794
The carrier for non-delivery of vehicles for the carriage of goods in accordance with the accepted application (order) or other agreement, and the sender for failure to present the goods or for non-use of submitted vehicles for other reasons, bear the responsibility established by the charters and codes of vehicles, as well as by agreement of the parties.
The carrier and the sender of the cargo are released from liability in case of non-delivery of vehicles or non-use of submitted vehicles, if this happened as a result of:
force majeure, as well as other natural phenomena (fires, drifts, floods) and hostilities;
termination or restriction or restriction of the carriage of goods in certain directions, established in the manner prescribed by the relevant transport charter or code;
in other cases provided for by transport charters and codes.
The main regulatory document regulating the activities of road transport in a planned economy was the Charter of Road Transport of the RSFSR, the first edition of which was published back in 1970. In the development of the Charter, the Rules for the carriage of goods by road were developed.
It should be noted that at present, the Rules for the Transportation of Dangerous Goods by Road, approved by the Ministry of Transport of the Russian Federation on 08.08.1995 No. 73, should be included among the regulatory documents in force.
The Civil Code (CC) provides that the carriage of goods is carried out on the basis of a contract of carriage.
In accordance with GOST R 51005-96 “Transport services. Freight transportation” quality transportation can be considered transportation that meets the following requirements: cargo safety (delivery without loss, damage, pollution, loss); timeliness of delivery in accordance with the agreement with the customer or the schedule of vehicles; reliability, speed, satisfaction of specific customer needs, etc. The very essence of the standard is the need to design and implement the transport process in such a way as to fully satisfy the needs of the customer.
The album of unified forms of primary accounting documentation, developed by NIPIstatinform of the Goskomstat of Russia on the basis of Decree of the Government of the Russian Federation dated July 8, 1997 No. 835. Forms of primary accounting documentation are agreed with the Ministry of Finance of Russia and the Ministry of Economy of Russia and approved by the Decree of the Goskomstat of Russia dated November 28, 1997. No. 78.
Ministry of Transport of the Russian Federation
Order dated June 30, 2000 No. 68 On the introduction of travel documentation for individual entrepreneurs engaged in transportation
Activity in road transport
Charter of road transport and urban land electric
Rules for the carriage of goods by road
MINISTRY OF TRANSPORT OF THE RUSSIAN FEDERATION
ON THE APPROVAL OF THE REGULATIONS ON THE SPECIFIC WORKING TIMES AND TIMES OF 1D Y X D RIVER AND A V1 O MOBILE.
Standard for freight transportation GOST R 51005 - 96 Transport services. Freight transportation. Nomenclature of quality indicators.
3.3 Work organization of drivers
The organization of the work of drivers is of paramount importance not only from the point of view of the efficiency of the transport process, the safety of cargo and vehicles, but also from the point of view of the safety of all road users. The mode of work and rest of drivers should prevent accumulated fatigue, nervous and physical overstrain.
The organization of the work of drivers is based on the regulation on working time and rest time for car drivers. The Regulation applies to all drivers working under an employment contract and individual entrepreneurs, regardless of the organizational form and departmental subordination of the organization, except for drivers engaged in international transportation.
Unlike most other professions, a driver can set a summary record of working time, usually for a month, based on the hourly working time per week. With the summarized accounting of working time, the duration of the driver's work shift can be set to no more than 10 hours. If the driver's stay in the car is foreseen for more than 12 hours, two drivers are sent on a flight and a car equipped with a sleeping place for the driver's rest must be used.
The driver's working time includes:
Driving time (during the shift can not exceed 9 hours);
Time of stops for a short rest;
Preparatory and final time to perform work before leaving, before returning from the line;
The time of the medical examination of the driver;
Parking time at loading and unloading points;
Downtime is not the fault of the driver;
The time of presence at the workplace of the driver when he does not drive the car when two drivers are sent on a flight
Drivers are given a break for rest and meals lasting no more than 2 hours, no later than 4 hours after the start of work. If the duration of the shift is more than 8 hours, two breaks are provided. The duration of an international rest in a place with a break time for rest and meals must be at least twice the length of the work time in the shift preceding the rest.
Weekly uninterrupted rest must immediately precede or follow the daily rest and their duration must not be less than 42 hours. With sliding outgoing days, the number of days of weekly rest should not be less than the number of full weeks of this month.
When organizing the work of drivers, the following regulatory documents are applied:
- "Labor Code of the Russian Federation";
- "Regulations on working hours and rest time for drivers dated 25.06.1999 No. 16";
- "Regulations on the peculiarities of the mode of work and rest time for drivers dated 20.08.2004 No. 15".
Planned working time fund for drivers:
Fpl \u003d (Dk-Dv-Dp) Tsm- Dpp 1 Dsub 2 \u003d (30-4) 7-1-8 \u003d 173 h
Planned number of driver shifts per month
Psm \u003d Fpl / Tnsr + tn3 \u003d 173 / 6.14 +0.38 \u003d 26.5
Accept Psm = 26 [tab.3]
We determine the actual fund of the driver's working time per month:
Fact \u003d Psm (Tnfsr + tn-3) \u003d 26 (6.14 + 0.38) \u003d 169.52 h
The driver's fault is
F \u003d Fpl - Fact \u003d 173 - 169.52 \u003d 3.48 h
Conclusion
In the course project, the transportation of cement and gypsum tar was developed.
A brief description of these materials is given, rational rolling stock and loading machines are selected.
As a result of determining the technical and operational indicators on rational routes, we got the mileage utilization coefficient? = 0.787, the fleet utilization coefficient was 0.61
As a result of the use of rational routes, the vehicle performance per ton of carrying capacity increased by an average of 2-3 times and amounted to routes No. 1-2100t; No. 2-6200t; No. 3 - 5000t.
The graphical part shows a route diagram with diagrams of cargo flows.
Schedule of work compatibility and technical and operational indicators.
Bibliography
1 Aaron Yu.A. Warehousing and transport and operational business, M., Transport, 1975.
2 Batishchev I.I. Organization and mechanization of loading and unloading operations in road transport. M: Transport 1988.
3 Ekhnovich A.S. Brief reference book on physics, M, Higher School, 1969.
4 Journal. Cargo and passenger economy No. 10 - 2003.
5 Handbook of the builder "Loading and unloading work" edited by Ryauzov M.P. , M., Stroyizdat, 1988.
6 Brief automobile guide., M., NIIAT.2006
7 Savin V.I. Transportation of goods by road., M., "Depot and service" 2002.
8 Dektyarev G.N. Organization and mechanization of loading and unloading operations in road transport, M., transport, 1980.
9 Raff M.I. Freight road transport, Kyiv: Higher School 1985.
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It happens: The serviceable state of the car is the state in which it meets all the requirements of technical specifications and design documentation. Also, the faulty state can be divided into: The working state of the car is such a state in which it is able to perform certain work with the parameters specified in its technical characteristics. The limiting state of an assembly or part of a car is a state in which it is unacceptable to operate them further.
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Lecture #1
The technical condition of a car is a condition characterized by a combination of its operational properties that change during operation, measured and quantified.
It happens:
- Good condition of the car- this is the state in which it meets all the requirements of technical specifications and design documentation.
- Defective carthis is a car in which there are mechanisms, devices and assemblies that are faulty or do not meet the requirements of technical specifications and design documentation.
Also faulty statecan be divided into:
- Working condition of the carthis is a state in which it is able to perform certain work with the parameters specified in its technical specification.
- Disabled carthis is a car that cannot be operated for its intended purpose due to breakage of parts or malfunctions of its devices or assemblies.
- Limit state of a vehicle, unit or partthis is a condition in which it is unacceptable to operate them further.
Technical operation- a branch of knowledge that studies the ways and methods of maintaining equipment in good condition at rational costs.
A schedule that determines the time for passing the Maintenance service depending on the mileage:
Technical operation, as an area of applied activity, is a complex of engineering, organizational and economic measures to keep equipment in good working condition.
Factors affecting the speed of the technical condition of the car:
1. External (these include traffic violations, vehicle operation, accidents);
2. Internal; they are divided into:
- constructive (errors in the design);
- technological (incorrect manufacturing technology of the part or incorrect assembly technology);
- material defects;
There are also factors: random and permanent;
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