Administrative penalties internal workshop of a carriage passenger depot. Design of a depot for the repair of passenger cars

The depot is intended for repairing cars and assembling car units and parts. On the basis of the carriage depot, the preparation of carriages for transportation, as well as the maintenance of passenger carriages, is organized and provided. The depot is specialized in the repair of passenger cars and has a specified program of 520 cars per year.

The production structure of a carriage depot is determined by the composition of production units, their relative location, as well as the norms of technological interconnection. The type of cars on which the depot is specialized determines the composition of the production areas and departments necessary for the repair of its components and parts.

There are main, auxiliary and service areas and departments.

At the main sites, operations of the production process for repairing the car and its parts are carried out. These sections include: car assembly, repair of bogies and wheel sets, roller bearings, repair and assembly, repair and production of lumber parts, repair of electrical equipment of passenger cars, repair of refrigeration units and air conditioners.

The car assembly area is used for dismantling, repair, assembly and painting work on the car. In some depots, bogie repairs are also organized in the car assembly area.

The trolley repair department is intended for disassembling and repairing trolleys.

The wheel-roller shop of the wagon depot is intended for repair, complete and routine inspection of wheel pairs coming from under repaired wagons, from the maintenance department and from other depots. On the workshop area there is a department for repairing gearboxes from the middle part of the axle.

The brake equipment of cars is repaired at the vehicle control point and at a specialized section of the mechanical department of the procurement shop.

The automatic coupler control point is designed for the repair and assembly of automatic coupler heads with a clutch mechanism and draft gears with a traction clamp.

The department for dismantling and preparing cars for repair is used to perform dismantling and repair and roofing work on the frame, body elements and other work. It is usually located outside the main depot building.

In the electrical equipment repair shop, electrical and refrigeration equipment removed from the car is repaired.

The metalworking and mechanical department is intended for processing repaired car parts and self-made products, as well as for repair, assembly and assembly of individual components and parts of the car.

The electric welding department is used for welding and surfacing of parts of passenger cars.

The forging and pressing department is intended for the repair of springs, correction of worn and damaged parts of cars for the economic needs of the depot.

The section for repair and production of parts from lumber is intended for the repair of parts made from lumber.

The painting department is used for painting wagons and then drying them.

Auxiliary sections and departments produce spare parts used in the production process at the main sections, such sections include:

• - Mechanical repair area designed to perform maintenance and repair of depot equipment. It also produces non-standard technological equipment.
• - Repair area for electric power equipment of the depot, ensuring stable and uninterrupted operation of the equipment, its maintenance and repair.

Maintenance areas are designed to maintain buildings, structures and the depot area in proper condition for such areas relate:

• - Repair and maintenance area, which carries out routine repairs of buildings and structures, water supply and sewerage networks of the depot, supplies it with electricity, heat, water and compressed air, carries out repairs and maintains clean clothing.
• - The tool distribution department serves for storage, repair, accounting and delivery of cutting, plumbing, measuring and other tools, as well as for their partial production and, as a rule, is part of the repair and assembly area.

Introduction

In the railway transport of the Russian Federation, there are two main types of car repair enterprises: car repair plants (VRZ) and car repair depots (VChD). VRZ are intended for the overhaul of cars and the production of spare parts, VChD - for the repair of cars and spare parts. Currently, major repairs of wagons are also carried out in the wagon depots.

In connection with the reorganization of railway transport, the VChD was divided into repair (VChDR) and operational (VChDE).

Depots for repair of freight cars (DCRR) are under the jurisdiction of the Directorate for the repair of freight cars of JSC Russian Railways, and depots for repair of passenger cars (DCRS) are subordinate to the Directorate for Passenger Services (DSS).

The differences between VRZ and VCDR are fundamentally related to the different requirements for major and depot repairs.

Depot repairs are scheduled and preventative. During a major overhaul, the basic elements of the car must be restored. In accordance with this, the repair technology also differs. For major repairs of cars, appropriate technological equipment is required, labor costs for repairs are much higher, and the rate of car downtime during a major overhaul is 4 times higher than in a depot.

VChD has adopted a shopless structure, i.e. the main production unit is a site reporting directly to the depot management.

Brief description of the car repair depot. Purpose, production structure of the depot

Car depots are designed to provide maintenance of freight and passenger cars within the boundaries of their sections, perform scheduled types of car repairs, as well as repair and assembly of car components and parts. Based on the types of wagons being repaired, depots are divided into passenger, freight and special.

To carry out planned types of repairs of wagons, the following sections are organized in the wagon repair depot:

The plan of the main building of the carriage depot is shown in Figure 1.

The car assembly area (ASU) 1 is used to carry out disassembly, repair and assembly work on the car, which is carried out in the corresponding departments;

Trolley area - designed for inspection and repair of trolleys. In this section, the faulty parts of the bogies are distributed to other sections: the wheel pairs are sent to the wheel-roller section, and the remaining parts are repaired in the bogie section itself. At the final stage of repair, bogie elements are selected, wheel pairs are installed and finished bogies are supplied to the car assembly area for rolling them under the cars;

The wheel-roller section is designed for repairing wheel sets of cars without changing elements and performing a complete revision of axle boxes and turning wheel sets. Equipped with washing machines for wheelsets, bearings and axlebox units, and a lathe for turning wheel sets. The site dismantles, detects defects and repairs roller bearings using modern diagnostic tools;

Repair and assembly area - serves for the repair of metal parts and assemblies removed from the car. The site includes the following departments: electric welding, forging, turning, metalworking. Equipped with machines for general industrial use: turning, milling, drilling;

Automatic coupler control point (ACC) - at this site, disassembly, flaw detection of automatic coupler device elements is carried out, restoration of worn surfaces of automatic coupler parts and traction clamp is carried out by surfacing;

Automotive braking equipment repair area - designed to repair and test all components of the car braking system. For this purpose, the depot uses special stands and devices that record repair parameters.

Figure 1 - Plan of the main production building of the car repair depot

1-APU; 2- Trolley area; 3 - Wheel-roller; 4- KPA; 5 - Instrumental compartment; 6 - automatic transmission; 7 - Repair and assembly area; 8 - Spare parts storeroom.

INTRODUCTION

The unified transport network includes railway transport, water transport (sea and river), road, air and pipeline transport. The main mode of transport in Russia is railway, accounting for 85% of total freight turnover and about 40% of passenger turnover. The primary role of railway transport is determined by economic and geographical features: significant distances, location of industrial enterprises, production concept, features of waterways, etc.

The role of railways has its own specifics. Enterprises, structures and devices of railway transport are located on a vast territory. Thousands of railway stations, sidings, depots, track distances, bridges, communication and signaling devices, power supply distances, and computer centers must ensure uninterrupted and coordinated work to implement plans for the transportation of goods and passengers. The transportation process is carried out continuously, day and night, at any time of the year, regardless of weather and climatic conditions. The success of this work is determined not only by the reliability of technical devices, but also by the clear, coordinated activities of all railway transport specialists, therefore the centralization of traffic management and production discipline in railway transport are of paramount importance.

Without exaggeration, the reliability and efficiency of the rolling stock can be called the basis of the economy of the entire railway industry. The carriage is a key link in the chain of organizing the transportation process. Its technical condition largely determines the reliability and efficiency of the industry, its ability not only to carry out the most important government tasks related to the development and functioning of the industry, but also to financially support the socially necessary passenger complex for the country.

In the last decade, the technical and economic conditions of the rolling stock fleet have changed significantly. There were objective reasons for this related to the state of the economy in the country, the demand for cargo transportation and state tariff policy. As a result of these processes, the need for the railcar fleet was reduced, the purchase of new railcars was practically stopped, the costs of their repairs were reduced, and a system of reusing components and parts removed from the decommissioned surplus railcar fleet was widely used.

In the course of the ongoing reform, it is precisely to provide railway transport with serviceable rolling stock that a competitive struggle will unfold between the Russian Railways joint-stock company and other owners. There is an urgent need to identify technical and technological solutions that will contribute to the improvement of the car fleet and improve its operational characteristics, as well as to search for fundamental directions for the constructive and technological improvement of cars.

The relevance of the chosen topic is due to the fact that in the passenger car depot it is necessary to introduce more effective methods of repair of cars that are characterized by efficiency and safe operation.

The object of study of the diploma project is the Samara passenger carriage depot with a detailed development of an auto control point (ACP).

1. TECHNICAL PART

1.1 Purpose of the passenger carriage depot

The car depot is designed to carry out scheduled depot and overhaul repairs of cars, repair and assembly of car components and parts. On the basis of wagon depots, the preparation of wagons for transportation, as well as the technical maintenance of freight and passenger wagons within the boundaries of established areas, is organized and ensured. A wagon depot includes production areas and departments for the repair and (or) maintenance of wagons.

Wagon depots are specialized by type of wagon: freight, passenger and refrigerated. There is also a container repair depot.

Passenger car repair depots are located at stations serving large cities with large passenger traffic. Their assigned fleet must be at least 400 cars. Since 2000 The passenger car depot includes car sections that are intended for the comprehensive preparation of passenger trains for the trip. To do this, they have equipment and washing stations for cars, reserves of conductors and passenger service offices (PSOs).

When the flow is most complete, the following are carried out:

the most important principles of highly organized production - proportionality, rhythm, parallelism, straightness;

comprehensive mechanization and automation of production processes, as well as widespread use of advanced technology;

placement of auxiliary sections and compartments along the car assembly area opposite those positions where parts are removed or placed on the car, which reduces the time for transporting them from the car or to the car;

specialization of jobs in a small number of production operations, which makes it possible to speed up the production cycle of wagon repairs.

At the same time, the in-line repair method requires a constant volume of work in the cars being repaired and uniformity of their types on each production line. The use of the method became possible when car depots specialized in the repair of one or two types of cars, so we choose this particular method for repairing not only cars, but also components and parts.

1.2 Determination of the main parameters of in-line production of the car assembly area

The production process of on-line wagon repair is organized in accordance with the basic principles of production organization: proportionality, direct flow, continuity and rhythm. Therefore, it is necessary to justify the parameters of the production process for repairing cars on the production line, which include the rhythm of releasing cars from repair, the scope of work, the number of positions and production lines, and the cycle of the production line.

1.2.1 Determining the rhythm of the release of cars from repair

The rhythm of the release of cars from repair shows how many cars come out of repair over a certain period of time (hour, shift, day), and is determined by formula (1.1)

where is the annual car repair program at the 750-vag depot. (specified by condition);

The actual operating time of the car assembly section equipment is calculated using formula (1.4)

The annual working time fund for an absentee worker is determined by the formula:

Fyav=(Dk – dout – dpr)tcm – dprepr; (1.2)

where Dk is the number of calendar days, year (365 days);

dout – number of days off, year (116 days);

dpr – number of holidays, year (10 days);

dprepr – number of pre-holiday days, year (9 days);

tcm – shift duration, hours (8 hours)

Feb=(365 – 116 – 10)*8 – 9=1903h.

The annual working time fund for a payroll worker is reduced for the period of absence of workers from work for valid reasons and is determined by the formula:

Fsp=Fav(100 – E)/100 (1.3)

where E is the total coefficient taking into account all planned losses, i.e. duration of vacations, illness, performance of government duties, (8%)

Fsp=1903*(100 – 8)/100 = 1750.76h.

The actual (effective) operating time of the equipment is determined by the formula:

Feb*mcm*ŋr (1.4)

where mcm is the number of equipment operation shifts (2);

ŋр – coefficient taking into account the time of equipment under repair (0.95 hours).

1903*2*0.95 = 3615.7 hours.

We determined the actual (effective) operating time of the equipment by calculating formula 1.4. Let’s substitute this value into formula 1.1 to determine the rhythm of wagon release from repair:

r=750/3615=0.207vag/h.

1.2.2 Determination of the repair front

The work area of ​​the car assembly section is the number of cars being repaired simultaneously located at the positions of the conveyor lines. It is calculated using formula (1.5)

Фр=rtв; (1.5)

where tв is the rate of wagon downtime for repairs, hours (88.8)

Fr = 0.207 * 88.8 = 18.42 we accept 18 vag.

1.2.3 Determination of the work front of production lines

The operating area of ​​the production lines for the passenger depot is specified by the condition Pv=3 production lines.

1.2.4 Determining the number of production lines required to master a given program

The number of production lines required to master a given program is determined depending on the scope of work, the number of positions on the production line and the number of cars installed at each repair position, according to the formula

where C is the number of positions on the production line (6);

nв – number of cars at position (1).

Ppl = 18.42/6*1=3.07 we accept 3 production lines.

1.2.5. Determination of the wagon release cycle

The production line cycle is the time spent by the cars at each position, or the time interval between the successive release of cars from repair from the production line. Its value is calculated by the formula

where tв is the duration of the shift, hours.

C – number of production lines.

Substituting the numerical values ​​into formula 1.7, we get:

1.2.6 Calculation of production capacity

After determining the main parameters of the technological process, we calculate the capacity (maximum possible program) of the car assembly area using the formula

MVSU=3615*18.42/88.8=749.868≈750 vag.

Comparing the obtained result of calculating production capacity with a given program, which can vary within 20%, the project accepts an annual production program for car repairs of 750 cars per year.

1.2.7 Determining the dimensions of the car assembly area

The overall dimensions of the depot APU (length, width, height) depend on the parameters of the production process. The method of repairing cars at the depot and the type of cars being repaired.

The length of the APU with the in-line method of repairing cars and the presence of a painting department in it is calculated taking into account the number of positions on the production line and the organization of repair work on them:

Lvsu = (Fs+Fm)*lв+lр+ltr+lt(Фс – 1)*l1+2l2+(Фм – 1)*l3+2l4 (1.9)

where Fs is the number of cars (work area) on one track of the assembly department (5 cars)

Fm – number of cars (work area) on one track of the painting department (1 carriage)

lв - design length of the car (accepted by technological design standards for passenger all-metal (26 m.)

lп – length of the track section for rolling out and rolling in trolleys of the body lift position (accepted for two passengers 15 m.)

ltr – passage width for transporting carriage trolleys (6 m.)

lt – width of the airlock vestibule between the assembly and painting departments (6 m.)

l1 – length of the interval between two adjacent cars in the assembly compartment (2 m.)

l2 – distance from the end wall of the assembly compartment and the vestibule partition separating the assembly compartment from the molar compartment to the automatic couplers of the outer cars (4 m.)

l3 – length of the interval between adjacent cars in the molar compartment (4 m, taking into account the production of mechanized painting of the end walls of the car)

l4 – distance from the end wall of the painting department and from the vestibule partition to the automatic couplers of the outer cars (4 m, taking into account the production of mechanized painting of the end walls of cars).

Lvsu=(5+1)*26+15+6+6*(5 – 1)*2+2*4+(1 – 1)*4+2*4=240m.

The width of the air supply unit of the air supply unit building is determined based on the number of production lines npl or the number of repair tracks and the distances between the axes of adjacent tracks

Vvsu = a+a+b*(npl – 1); (1.10)

where a is the distance from the side walls of the extreme path axis on both sides, equal to 5 m.

c – the distance between the axes of adjacent tracks (production lines), equal for a three-track section (7 m.)

Vvsu=5+5+7(3 – 1)=24m.

Let us determine the area of ​​the car assembly area, which is calculated by the formula

S=lsun*Sun (1.11)

S=240*24=5760m²

The height of the car assembly area is h=10.8m.

Let us determine the volume of the car assembly area using the formula

V=5760*10.8=62208m³

In this section, I examined the main parameters of the continuous production of the car assembly area: the rhythm of the production of cars from repair, the repair front, the work front of production lines, the cycle of car production, production capacity, and determined the number of production lines necessary to master a given program. Also in section 1.2.7. diploma project, in accordance with the standards of technological design and specialization of the passenger depot, I determined the dimensions of the car assembly area, such as length Lvsu = 240 m, width Vvsu = 24 m, area S = 5760 m², height h = 10.8 m, volume V = 62208 m³ .

1.3 Dimensions of areas of production areas and departments

The dimensions of the areas of production sites and departments depend on the production program, repair method, duration of technological operations, technological equipment and overall dimensions of the equipment received. Approximate sizes of plots and departments are provided in table No. 1

Table No. 1 Approximate sizes of plots and departments

Areas and departments	Norm (m2) of depot area for car repairs	Height from the rail head (m) to the bottom of the floor structure
	passenger	New depots	Reconstructed (or expanded depots)
	Annual program
Wax assembly
Painter
Trolley repair area
Wheel set repair area
Roller bearing repair area
Electrical equipment Radio equipment and phones charging batteries
Refrigeration unit repair area
Branches: Repair of gearboxes and cardan shafts drives automatic couplers plumbing and mechanical forging and pressing autobraking electric welding paint preparation hydraulic repair vibration dampers locksmith repair of heating devices, water supply and ventilation boiler repair metalworking and assembly mirror toilet repair carpentry and wallpaper metallization galvanic coatings polymer products
Mechanical repair area
Depot electrical power equipment repair area
Woodworking area
Instrumental dispensing department
Repair and maintenance area
compressor room
Spare parts storeroom
Hazardous materials storage room

1.4. Layout of production areas and departments

The relative location of the repair, procurement and auxiliary premises of the depot, located in the same building with the car assembly area, should ensure the implementation of the technological process of repairing cars and parts with the least expenditure of time, labor and transportation costs. Therefore, when planning production areas and departments, the following basic requirements must be observed:

Cars are supplied to the car assembly area from one end of the depot building, and released from repair - from the other, according to the through flow principle;

all sections of the department are placed as close as possible to the positions where car parts are removed or, after repair, installed on the cars being repaired;

compartments in which hot work is carried out are located in one place and isolated from other compartments by a fire-resistant partition;

the trolley, wheel sections and carpentry department are located at the front side of the building, and departments harmful to the health of workers (plating, metallization, polymer coatings) are located in isolated rooms with supply and exhaust ventilation;

the repair area for electrical equipment of passenger cars with all its departments is located in one place, on one of the end sides of the depot building, and the battery and impregnation departments are isolated;

the instrumental distribution department for all types of depots is located in the middle part of the building;

the painting department can be located in an extension of the car assembly area, but with the obligatory fencing of it with a lock vestibule at least 6 m wide or in a separate building.

Preparation of cars for repair and disassembly is located outside the main building on specially designated areas.

The brake equipment repair area is part of the repair and procurement shop system and is located in the same room as the bogie shop.

1.5 Development of the territory of the carriage depot

The design of a carriage depot is carried out according to the instructions of the customer (the railway), approved by JSC Russian Railways.

The assignment includes the following data: name of the department (freight, passenger car depot), basis for design and type of construction (new or reconstructed), construction site, product range and annual program in physical and value terms, type of recommended cars and type of repair, operating mode, specialization and cooperation with other organizations, sources of supply of depots with electricity, heat, gas, compressed air and water, construction periods and other initial data.

The relative location of buildings and structures on the depot territory depends on many factors and must meet the following requirements:

maximum ensuring the direct movement of cars and their components during the repair process;

the possibility of maximizing the combination of production premises and devices in one building;

the location of buildings and structures in relation to the sides of the network and the direction of the prevailing wind, providing the most favorable conditions for their natural lighting and aeration;

the greatest provision for the movement of goods by technological transport and the shortest length of energy communications;

taking into account the direction of prevailing winds and ensuring fire safety;

safe, over the shortest distances, pedestrian movement of depot workers to utility rooms and workplaces without crossing or with the smallest number of crossings at the same level with the flow of cargo and wagons being repaired;

two-way connection of the designed depot to the railway station, without crossing the main tracks and creating nodal flows when delivering cars for repairs and cleaning after repairs.

1.6 Calculation of the staff of working repair areas and departments for passenger cars

The number of production workers is calculated according to the annual car repair program in relation to the standard number of production workers per car of the annual depot repair program. The standards for the attendance number of production workers per car of the annual depot repair program are adopted from the technological design standards.

The available staff of workers at repair sites and depot departments is determined by the formula:

Ryav=Nv*k/100 people, (1.13)

where k is a coefficient taken from the technological design standards for depots for the repair of passenger cars VSN 02-91 (18.48)

Rav=750*18.48/100=138.6 we accept 139 people.

The roster of workers in repair areas and depot departments is determined by the formula:

Rsp=Rav*(1+Kzam) person, (1.14)

where, Kzam is the replacement rate, taking into account absent workers due to illness, vacations, or business trips; Kzam=0.07.

Rsp=138.6*(1+0.07)=148.302 we accept 149 people.

The number of economic workers for carriage depots is assumed to be 12% of the total number of workers employed in the repair of carriages and is determined:

Rkhoz=Rsp*0.1 person, (1.15)

Rkhoz=148.302*0.1=14.8302 we accept 15 people.

In section 1.6. graduation project, I calculated: the turnout staff of workers at repair areas is 139 people; the payroll staff of repair areas is 149 people; the number of economic workers is 15 people.

1.7 Determination of administrative, management, operational, production and shop personnel of the depot

The standards for the number of staff positions at the depot for the repair of passenger cars are adopted from the technological design standards.

Table No. 2 Standards for the number of regular positions

Names of positions and professions	Number standards for depot productivity, wagons/year
Head of the depot
Deputy Chief
Chief Engineer
Chief mechanical engineer
Labor and Payroll Engineer
Economist
Head of HR Department
Secretary
Production and technological department:
Head of technical department
Accounting:
Chief Accountant
Accountant
Head master	One for 3-4 masters
brake repair checkpoint	One per item
wheel pair repair	One per shift production area
for repair of axle box unit with roller bearings	One per shift production area
for car repairs	One for 15-35 workers
for repair and production of parts for wagons	One for 15-35 workers
mechanical equipment repair	One for 15-35 workers
Wagon receiver
Depot process engineer
Depot rate keeper
Instructor for automatic brakes and automatic coupling
Operator
Storekeeper
Dispatcher	One per shift-2

1.8 Development of activities in the depot for nature and environmental protection

The depot considered in the project is located in the city of Samara, which is included in the list of the most unfavorable cities in the Russian Federation in terms of atmospheric conditions. In view of this, the issue of ecology and environmental protection at the enterprise should be given even more attention, especially since the depot is located in the city center near residential areas. The presence of green spaces in the depot area improves the environmental situation to some extent.

Harmful substances enter the atmosphere through exhaust ventilation systems, the chimney of a boiler room, and systems for removing contaminated air from mechanical machines for processing metals and other materials. The most dangerous production processes from the point of view of air pollution are: assembly area; painting, mechanical and blacksmith departments; as well as welding, battery, galvanic areas. As a result of their operation, a significant amount of toxic substances such as iron oxide, manganese and its compounds, nickel strength, alkali and acid vapors, and oil aerosols are released into the atmosphere.

During welding work, substances harmful to human health and the environment are released into the air. Among them are hydrogen fluoride, manganese compounds, fluorides, metals and their oxides, welding aerosols. In addition, gas contamination of the room may occur due to incomplete combustion of gas and insufficient ventilation and draft, unsatisfactory regulation of the combustion process. The release of harmful substances and their spread in the air must be prevented by good organization of the technological process and rational placement of atmospheric protection equipment.

By complying with all the requirements of the Russian Federation Law “On Environmental Protection”, 2002, regulations and the “Ecological Program for Environmental Protection 2001-2005”, as well as by introducing modern treatment technologies into production processes, the enterprise will be able to significantly reduce emissions of harmful impurities into atmosphere, and therefore the payment for them. In 2002, the Russian Federation adopted the Law “On Environmental Protection”. The basic principles of environmental protection are the density of natural resource use and compensation for environmental damage caused by harmful emissions, as well as ensuring the reduction of harmful emissions. Negative impact on the environment is subject to payment (Article 16, paragraph 1).

The value of the standards for maximum permissible emission values ​​for each enterprise of a harmful emission source is established taking into account the results of calculations of atmospheric air pollution. According to the legislation of the Russian Federation, the obligation of enterprises and organizations whose activities are related to emissions of pollutants into the atmosphere is fixed, to carry out organizational and economic technical measures to fulfill the conditions and requirements stipulated by emission decisions, take measures to reduce emissions of pollutants, ensure effective uninterrupted operation and maintain in good working order. condition of facilities and equipment for emissions treatment and control.

To assess the economic capacity of the ecosystem and the definitely permissible anthropogenic impact on the environment and on its basis, an environmental assessment is carried out.

The legal basis for environmental assessment is laws, regulations and decrees, as well as various documents of an international nature.

Analysis and calculations of environmental pollution by the objects under consideration. Abatement measures and fees.

To eliminate harmful substances from the air, a powerful air purification unit is installed, equipped with a special filter to clean the air from impurities.

Forced ventilation is installed in the room where welding and surfacing work is carried out. The ventilation is equipped with a number of special filters to clean the air from dust and various impurities.

To reduce harmful gas emissions, welding areas are equipped with filters for electrostatic capture of welding aerosols. A vortex apparatus with a three-phase layer is designed for dust collection and purification of waste gases from welding areas.

Ventilation is also used when turning and grinding elements of automatic couplers and when sharpening equipment in the metalworking department.

Electric precipitators, group and battery cyclones, and foam devices (absorbents irrigated with water) are installed.

An inventory of sources of harmful emissions from stationary sources is being developed. Local exhaust ventilation is used to remove emissions. The installation (UOV-1) provides a cleaning efficiency of 80-90%. Scope of application: for air purification in areas remote from welding and surfacing areas.

Waste disposal is organized with the involvement of an organization that has a disposal license.

In areas of oil spills (machines), immediate removal and the use of oil baths are provided.

At the flaw detection site, local ventilation is provided, and the waste suspension is collected in special containers for further reuse in work.

1.9 Development of measures at the depot to ensure train safety

In this paragraph it is necessary to describe the requirements for the development of measures in the depot to ensure the safety of train traffic.

When accompanying passenger trains and when entering the line, check the condition of passenger facilities (platforms).

Organize and conduct unannounced (including night) inspections of employees’ compliance with the requirements of the labor regulations and job descriptions. The results will be reviewed by shop floor teams and measures will be taken to prevent violations and the perpetrators will be held accountable.

Conduct investigations and analyzes of cases of Events in train and shunting work, delays of passenger trains, hearing explanations from the perpetrators and shop managers at operational meetings, establishing the causes of violations, determining measures to eliminate them, bringing disciplinary and financial liability to the perpetrators in accordance with current legislation. According to the requirements of Order 1Ts-94 and the Ministry of Transport of the Russian Federation dated December 25, 2006 No. 163, Order of JSC Russian Railways No. 801 dated May 4, 2007 within 3 days.

Conduct a single “Safety Day”. Participate in “Safety Days” held in locomotive depots, in order to practice joint actions to eliminate malfunctions in passenger trains that arise along the route.

Conduct investigations and analyzes of failures in the operation of EPT, radio communication “Train Chief-driver”, signaling SKNB, (SKNBP), UPS. During the winter period, at the points of formation, turnover and along the route, ensure that the undercarriages, ECTC tanks, and generator drives of passenger cars are cleared of ice and snow.

In order to ensure sustainable operation of passenger cars, carry out the following work:

One-time inspection of roller axle boxes in operation;

One-time spring and autumn inspection of auto-braking equipment.

A one-time audit of car batteries and SCNS.

Inspection and measurement of wheel sets.

Carry out a spring and autumn inspection of the automatic coupler with uncoupling, using template No. 940P and mandatory checking with a bar the elevation of the counterweight of the lock holder above the shelf.

When checking the quality of preparation of passenger trains for travel, repair and maintenance of components and parts, monitor the sealing of drain and fill plugs in the gearboxes on the middle part of the axle, check the knowledge of the performers, the condition of the measuring tools and racking facilities. Hear from deputy depot heads and reserve chiefs of conductors on the implementation of basic standards for personal participation in organizing train safety.

Conduct spring and autumn inspections of structures, devices, service and technical buildings, checking the implementation of work technology, the state of labor and production discipline, and traffic safety.

Conduct practical technical training with LNP and FEM on the operation of automatic brakes when wheel pairs are jammed, elimination and identification of the causes of self-release of automatic couplers along the route, uncoupling a burning car from a train, the use of fire extinguishers of all types, SPI-20 self-rescuers and the operation of RV-2 radio communication stations, 4

Conduct inspections of the contents and use of non-destructive testing means for carriage parts in accordance with the instructions of the Ministry of Railways dated April 5, 2000 No. 8 Ts.

Conduct targeted checks of the condition of the brakes of passenger cars that are not allowed to move in the winter, paying special attention to the condition of the nets, air distributors No. 292, brake cylinders, lever transmission, with the preparation of reports.

Monitor the implementation of this action plan to ensure traffic safety for 2010.

2
. INDIVIDUAL PART

2.1 Purpose of the site

The automatic brake department is used for repair and testing of connecting arms, end valves, automatic modes and other braking equipment removed from cars during repairs at the depot.

The work mode is understood as a certain alternation of work and rest time.

The concept of operating mode defines: discontinuity or continuity of production, the number of working days in a year and in a week, the number of holidays in a year, the length of the working week in hours, the number of work shifts per day, the duration of a shift in hours.

When choosing a robot mode for a depot, one should proceed from a 40-hour intermittent two-shift, five-day work week.

The following operating modes can be used in car depots, their sections and departments.

1 Daily two-shift, five-day work week with two days off and a shift duration of 8 hours.

2 A sliding schedule alternating two days of work and two days of rest, in two or one shift lasting 12 hours.

3 Round-the-clock work - day, night for 12 hours and rest after the night shift for 48 hours.

For the autobrake department, we will set the following operating mode: Daily one-shift, five-day work week with two days off and a shift duration of 8 hours.

The flow method is an advanced form of organizing repairs and is characterized by the fact that cars move during the repair process at certain intervals from one position to another. In this case, each position is equipped with mechanisms and devices in accordance with the work performed, and workers located at the workplace carry out repair operations on each car installed at this position.

With flow, the most important principles of highly organized production are implemented with the greatest completeness: proportionality, rhythm, parallelism, straightness; comprehensive mechanization and automation of production processes, as well as widespread use of advanced technology; placement of auxiliary sections and compartments along the car assembly area opposite those positions where parts are removed or placed on the car, which reduces the time for transporting them from the car or to the car; specialization of jobs in a small number of production operations, which makes it possible to speed up the production cycle of wagon repairs.

At the same time, the in-line repair method requires a constant volume of work in the cars being repaired and uniformity of their types on each production line. The use of this method in the project is possible, since the designed depot is specialized in repairing one type of cars, so we choose this method for repairing not only cars, but also components and parts.

2.2 Determination of the site work program

The brake department repair program amounts to 750 sets per year.

The kit includes: Conventional air distributor No. 292-001, conventional electric air distributor No. 305-000, brake cylinder, spare tank, two end valves, two connecting hoses conventional No. 369A, main pipe, manual brake release valve conventional No. 31, disconnect valve, two stopcocks, a dust trap, two electrical wires, an automatic linkage regulator.

2.3 Determination of the staff of workers. Distribution of staff by ranks and shifts

The number of production workers is calculated according to the annual wagon repair program and the standard number of production workers per meter for the annual depot repair program.

The available staff of workers is determined by the formula:

Rav.worker = Nу· а1/100, person (2.1)

where Nu is the site repair program.

a1 – turnout number of production workers:

rolling stock repairman – 0.610

turner – 0.198

auxiliary worker – 0.110

Rav.sl.p.s =750*0.610/100=4.757 we accept 5 people

Rav.t =750*0.198/100=1.485 we accept 2 people

Rav.p.r. =750*0.110/100=0.825 we accept 1 person

The payroll staff is determined by the formula:

Rsp. = Rav.worker K, person (2.2)

where K is the production coefficient, assumed to be 1.07

Rsp.sl.p.s. =4.757*1.07=5.089 we accept 5 people

Rsp.t =1.485*1.07=1.589 we accept 2 people

Rsp.p.r. =0.825*1.07=0.883 we accept 1 person

Determining the total payroll staff

Rsp = Rsp.1 + Rsp.2+…., person (2.3)

Rsp =5+2+1=8 people

Setting the rank .

The average grade of work for mechanics in the repair of rolling stock is 5. Thus, the grade of a mechanic will be:

2 people in the sixth category,

1 person of the fifth category,

2 people in the fourth category.

Turners have a job category of 6, so there are 2 people in the sixth category.

One auxiliary worker of the third category.

The project assumes work at the brake equipment repair site in one shift.

The composition of one shift will be:

rolling stock repair mechanic:

2 people of 6th category

1 person of 5th category

2 people of 4th category

turners for turning parts:

2 people of 6th category

auxiliary workers:

1 person 3rd category

The project accepts work on site in one shift. The shift is headed by the salary system foreman.

Table No. 3 Staffing table for the automatic transmission section

Profession name		Number of persons	Working conditions
Automatic transmission section foreman			Normal
Total:
			Normal
Rolling stock repairman			Normal
Rolling stock repairman			Normal
			Normal
Helper workers			Normal
Total:

2.4 Determining the size of the area

The area of ​​depot sites depends on the type and volume of work performed, the types of equipment installed and its quantity, and the specific area standards per unit of equipment or equipment. The annual car repair program at the automatic transmission section is specified by the condition Ng = 750 sets, from here, following the technological design standards for the depot for the repair of passenger cars VSN 02-91, I can determine the area S = 72 m² and height h = 4.8 m.

Knowing the area, we determine the length of the section using the formula:

S=L*b, m2 (2.4)

where L is the length of the section.

b-width of the plot, equal to 18m or 12m, the project assumes 12m.

L=S/b=72/12=6m. (2.5)

The volume of the plot is determined:

where h is the height of the area.

V=72*4.8=345.6m³

2.5 Selecting equipment and placing it on the site plan

When choosing equipment, the requirements of current instructions on labor protection, industrial sanitation, fire prevention and industrial aesthetics are taken into account.

The equipment is placed in such a way as to provide the shortest paths for the movement of the units being repaired, without allowing their oncoming circular or loop-like movements, which create an increased danger.

The main technical and economic characteristics of the equipment for the vehicle control point section are given in Table No. 4

Table No. 4 List of equipment for the brake control point section

Name of equipment, devices and devices

Number of units

Technical specifications; dimensions, mm.

Power, kWt

Cost, rub.

Depreciation rate, %

Amount of depreciation, rub.

Disassembly table

Washing machine

MRP type, 3000x1500x300

Repair and assembly table

Drilling machine

type 2170, 980x825x2295

Grinding machine

Sharpening machine

Universal, 1200x1215x1400

Pneumopress

Test bench for air distributors (pneumatic)

1200x550x1950 Own production according to the design of PKB TsV MPS RP 398.000

Stand for repair and testing of brake hoses SAIR

JSC "TORMO"

Test stand for air distributor and electric air distributor UKVRP

JSC "TORMO"

Jib crane

load capacity 2t., L=10000

Screw-cutting lathe

type 1A-62, 2680x1580

Horizontal lapping machine (flat lapping machine)

Vertical finishing machine

total

The main costs for materials and spare parts at the vehicle control point site are presented in table No. 5

Table No. 5 Costs for materials and spare parts

Name of materials and spare parts	Unit	Standard per car (for a fleet of 1 million car-km)	Quantity per annual program Ng=750	Unit cost, rub.	Total cost, rub.
				5 rub./kg.
				9 rub./kg.
Wire				6 rub./kg.
Gaskets				4.5 rub./kg.
Payments				20 rub./kg.
Diaphragms				7 rub./kg.
				23,000 rub./t.
				25 RUR/pcs.
				12 RUR/pcs.

2.6 Description of the technological process of the auto control point

Repair of brake devices in automatic transmissions is organized using a unit method with the allocation of an independent section for external cleaning and disassembly of devices.

Brake devices and fittings received for repair are sent to the pre-cleaning and washing area and placed on the table

After external cleaning with a metal brush and blowing with compressed air, all devices and fittings are subjected to external washing in a washing machine 1 with hot water at a temperature (55 - 70 ° C) under a pressure of at least 1.6 MPa. In case of heavy contamination, wash the equipment externally with a 3-5% solution of caustic soda, followed by rinsing with clean water. The use of kerosene, gasoline and other aggressive agents for flushing brake equipment is not allowed.

After washing, the fittings are sent to the repair area, and the air distributors are placed on a disassembly table, where they are wiped with a technical napkin and disassembled using special devices using wrenches, a hammer, a chisel and other tools.

After disassembly, all parts of the devices are placed in a special lattice box and washed again in a washing machine at a temperature (55 -70°C) under a pressure of at least 0.6 MPa.

Then the parts are blown with compressed air, in a container in the transportation preparations they are delivered to the repair department on the stands. The parts of the auto regulators, except for the body and screw, the piston with the brake cylinder rod, and the sleeves, after disassembling on the stands, are washed in washing machine II at a temperature of 55 - 70 ° C under no pressure. less than 0.6 MPa.

External cleaning, disassembly and washing of brake equipment and fittings is carried out by one mechanic of the 6th category.

Repair of the main part of the distributor, condition No. 292.001

Repair of the main part of the distributors is carried out by a 7th category mechanic on a workbench equipped for this with all the necessary equipment. When repairing the bushings (spool and main piston), they are checked with an indicator bore gauge. Replace the air distributor with a bushing with a diameter of more than 90.5 mm.

The main piston is inspected for shank runout. The tightness of the main piston ring is checked using a special device mounted on a workbench. If there are cracks, dents, or bends on the ring, it is rejected. If insufficient density of the piston ring is detected, its working and lateral surfaces are ground in.

The main piston spool is disconnected from the piston and inspected. The spool springs are inspected and unsuitable ones are replaced. The free stroke of the spool is checked, which should be within 4.5 - 5 mm; if the stroke is larger, the equalizing rod is replaced with a longer one.

Repair of the switch plug is carried out on a workbench using a special pneumatic clamp.

Repair of the air distributor cover is carried out on a workbench. The cover with a proper gasket is secured with standard M10 - 12 bolts on the main part.

Repair of the accelerating part of the air distributor is carried out on a workbench. After completing the repair of the accelerating part, the tightness of the valve and piston ring is checked on the bench using a device. Testing and acceptance of air distributor condition No. 292.001 The final assembly of devices from individual components is carried out at the stand, after which the devices are delivered to the stand, where the foreman tests them in full compliance with the requirements of the Instructions for the repair of brake equipment of cars.

At the end of the test, the foreman seals the device with a tag with the date of repair and the assigned stamp A291. Next, a safety shield is placed on the device flange, and the device is placed on a rack of repaired devices.

Repair of electric air distributor condition. No. 305 - 000 is produced by a 7th category mechanic at a stand. The body and all parts are inspected; if there are cracks on the body, the latter is replaced.

The insulation resistance of the coil wires from the body is tested (with the selenium valve removed) with a megohmmeter, voltage 1000 V. It must be at least 1 MOhm.

The assembled and adjusted electric air distributor is tested by the foreman on a stand equipped with all the necessary equipment for this purpose.

After the test, if the device meets all the requirements of the Instructions, it is served on the table, where the foreman seals the device with a label on which the automatic transmission stamp is placed - “A-291” and the date of the repair. Safety shields are placed on the mating flanges. Repaired devices are placed on a rack.

Repair of connecting hoses is carried out using a stand for assembling and unassembling hoses.

Repair and assembly of brake hoses is carried out at the RZTs. Repair and assembly of brake hoses condition. No. 369A. Produced at the stand. Repaired hoses are placed on a rack.

Repair of automatic regulators No. 536M and 574B of the brake lever transmission is carried out by a 5th category mechanic on a stand. (Disassembly is done in a vice). Repaired regulators are placed on a rack.

End valves received for repair are stored on a rack. Crane repairs are carried out by a mechanic of the 4th category. During repairs, the end valve is disassembled on a special stand. During repairs, all parts are inspected and threaded connections are checked. Repaired taps are placed on a rack.

Isolation valves received for repair are placed on a rack. Repair of taps is carried out by a 4th category mechanic on the table. Repaired taps are placed on a rack.

Emergency braking valves received for repair are placed on a rack. Crane repairs are carried out by a 4th category mechanic at a stand. Repaired taps are placed on a rack.

Single exhaust valves received for repair are stacked on a rack. Valve repairs are performed by a 4th grade mechanic at a stand. The repaired valve is placed on a rack.

The piston assembly of the brake cylinder removed from the car is fed into the automatic transmission on the rack. The piston assembly is repaired by a 4th category mechanic on a special stand designed by PKB TsV. The repaired piston assembly is placed on a rack.

2.7 Lighting, heating, water supply, sewerage, ventilation, power supply to the vehicle control point

The lighting of the department should be natural for daylight hours and artificial for dark times of day.

Natural lighting can be provided through windows. Artificial lighting using incandescent and fluorescent lamps can be general, uniform or group. To determine the number of fluorescent lamps in an area, we use the luminous flux formula:

The required number of lamps is determined:

(2.8)

E – standardized illumination, lux; in accordance with SNiP 23.05-99 for the 4th category of visual work we take E = 150 lx;

k – lamp safety factor, take K=1.5 ll.

z – inequality coefficient; we take z =1.01.

ν – luminous flux utilization factor, we take ν=0.45.

F – lamp luminous flux, lm; we accept 17200 lm. (according to table No. 6)

S – floor area of ​​the site, m2; in accordance with calculations (S = 72m2)

Table No. 6 Luminous flux rate

Sewage system. It is necessary to develop effective measures and apply technical means to prevent aggressive liquids, oils and mechanical impurities, as well as production waste, from entering the sewer network. It is advisable to provide devices for isolated sewer outlets made of ceramic pipes with their output to a sump having filters and devices for neutralizing harmful impurities and trapping oils. The ventilation system depends on the nature of the work performed; the norm of its intensity is adopted depending on the volume of the room per worker.

In addition to general ventilation, suction of air contaminated with dust, gases and vapors directly at the locations of technological equipment can be provided. We calculate and select the fan and the power of the fan motor as follows, determining the volume of ventilated air in the room:

(2.9)

where: Vп – volume of the room; in accordance with calculations 345.6 m³;

Kр – air exchange rate in the area, we take Kр = 2.

In accordance with the volume of ventilated air, we accept six TsAGI fans No. 7 with an air supply of 10,000 cubic meters per hour.

The power of each fan is determined by the formula:

(2.10)

Where: HP– full fan pressure, we accept Nn - 6

η in – fan efficiency, take η in = 0.45

2.8 Occupational safety measures at the auto control point

The workplace of a mechanic for repairing brake equipment is equipped with technological equipment that ensures safe working conditions.

Each worker is provided with a comfortable workplace, which is provided with sufficient area to accommodate auxiliary equipment, racks and workbenches for storing parts, tools, and fixtures.

To lift parts and components of the cars, lifting mechanisms are installed.

Persons who are at least 18 years of age are allowed to work as a mechanic if they have undergone a preliminary medical examination, introductory and initial training at the workplace, training, internship and an initial knowledge test upon entry to work.

During the work process, all employees must undergo repeated, at least once every three months, targeted and unscheduled briefings, as well as periodic medical examinations.

When employees perform additional duties for slinging and other work, they must undergo special training and knowledge testing on the rules of technical operation of the mechanisms used, labor protection and fire safety, and have the appropriate certificates.

Production site workers should know:

The effect on humans of dangerous and harmful production factors that arise during work;

Requirements for industrial sanitation, electrical safety and fire safety during car repairs;

Visible and sound signals ensuring traffic safety, safety signs and the procedure for fencing rolling stock;

Location of the first aid kit with the necessary medications and dressings.

Workers must:

Perform only work that is part of his duties or assigned by the foreman (foreman);

Apply safe work practices;

Closely monitor the signals and orders of the work manager (foreman, foreman) and follow their commands;

Comply with the requirements of prohibitory, warning, directional and prescriptive signs, inscriptions, loudspeaker communications, sound and light signals given by the driver of the shunting locomotive, cranes, vehicle drivers and other railway workers;

Comply with the requirements of occupational health and safety instructions for professions (type of work);

Walk through the depot area along established routes, transition paths, passages and passages;

Observe safety measures when crossing railway tracks, be careful in the dark, during icy conditions, in the snowy season, and also in poor visibility;

Be extremely careful in traffic areas;

Be able to provide first aid to victims;

Comply with internal labor regulations and the established work and rest schedule. When working outdoors in winter, to prevent chilling and frostbite, workers must use the provided breaks in work for heating, depending on the outside temperature and wind speed;

Have permission to operate technological equipment and be able to operate it.

Workers must comply with the following fire safety requirements:

Smoking only in designated and suitable areas;

Do not use electric heating devices in places not equipped for these purposes;

Do not approach the gas welding machine, gas cylinders, battery boxes, flammable liquids, materials and paint booths with open flames;

Do not touch oxygen cylinders with hands contaminated with oil;

Do not use temporary, faulty electrical wiring or faulty electrical appliances;

Avoid accumulation of flammable waste in production premises and workplaces;

Know and be able to use primary fire extinguishing equipment

When on railway tracks, workers are required to comply with the following requirements:

Go to and from work only along specially established routes and transition tunnels;

Walk along the tracks only on the side of the road or in the middle between tracks, paying attention to cars and locomotives moving along adjacent tracks;

When walking in a group along an interpath, go one after another;

Cross the tracks only at right angles, after making sure that there is no locomotive or cars moving at a dangerous distance in this place;

Cross the track occupied by rolling stock, using only the transition platforms of the cars, making sure that the handrails and steps are in good condition and that there are no locomotives or cars moving along the adjacent track;

When leaving the transition area of ​​the carriage, hold on to the handrails and position yourself facing the carriage, having previously inspected the exit area;

Avoid groups of cars or locomotives standing on the track at a distance of at least 5 m from the automatic coupler;

Check the functionality of ventilation and personal protective equipment.

Before working with impact wrenches:

Inspect the impact wrenches and test their operation at idle speed;

Check the serviceability of the unscrewing heads, the absence of cracks, nicks and wear of the internal faces of the heads by more than 30%.

Before starting work on electric jacks, the mechanic must:

Check the serviceability of the electric jacks and auxiliary trolley, and make sure that the telescopic beams of the carriage are in the correct position.

Check the operation of the electric jacks at idle speed.

Before connecting the equipment to the network, the serviceability of power cables, connecting wires, grounding, and start buttons must be checked.

Report any malfunctions noticed to the technician and do not start work without his instructions.

3. ECONOMIC PART OF THE PROJECT

The projected Samara passenger carriage depot, its sections and departments operate under the conditions of the structural reform of Russian Railways OJSC; their income is transferred to its current account. The depot is financed according to the operating costs plan, which we plan in the sections of the professional plan.

The production and financial plan consists of three sections:

Manufacturing program;

Labor Plan;

Operating and product cost plan.

The production program for repairing the site was calculated in paragraph 2.2.

The labor plan includes the following indicators: number of employees and shop staff (calculation is given in paragraph 2.3), labor productivity, average monthly salary, wage fund (calculation is given below).

The operating cost plan determines the funds needed to complete a given amount of work (calculated below).

3.1 Calculation of labor productivity of a vehicle control point

Labor productivity is an indicator that determines the efficiency of labor in an enterprise. The labor productivity of structural units of the carriage industry in terms of average monthly output per employee for the planning and reporting period is determined by dividing the total volume of work by the average number of employees.

Labor productivity is the amount of products that one worker produces per unit of time at his workplace.

Since the production output of the site is heterogeneous, we use the labor method for calculation.

The labor method is calculated using the formula

(3.1)

Where
– labor intensity of repair (manufacturing) of one type of product, manh. (assuming 200 man.h.) .

Substituting numerical values ​​into formula (3.1), we obtain

3.2 Determination of operating costs of a vehicle control point

The operating cost plan is drawn up by breaking down all costs into:

1. Basic expenses

2. Costs are common for all cost centers and types of work.

3.Public expenses.

3.2.1 Calculation of basic expenses

Column 3. Number of repairs. Accepted from the original data - 750.

Column 4. List of production workers. Taken from the staff list (table No. 3) - 8 people.

Count5. We will calculate the wage fund in accordance with the unified tariff schedule for remuneration of employees of JSC Russian Railways and summarize the data in the table of the annual wage fund (Table No. 7) - 1,331,781 rubles.

Column 3 Tariff rates for the contingent of workers are calculated

Tstav.sl.4=2·9550=19100rub.

Tstav.sl.5=1·10713=10713rub.

Tstav.sl.6=2·11673=23346 rub.

Tstat.current.6=2·11673=23346rub.

Tstav.pr.3=1·6821=6821rub.

Column 5 We distribute the bonus percentage depending on the profession.

Column 6 The amount of the bonus is calculated:

Tprem.ps4=Tstav.sl.4·35/100=19100·35/100=6685rub.

Tprem.ps.5=10713·35/100=3749.55 rub.

Tprem.ps.6=23346·35/100=8171.1 rub.

Tprem.current.6=23346·30/100=7003.8 rub.

Tprem.pr.3=6821·30/100=2046.3 rub.

Tprem.mast.=salary 10/100=19000 10/100=1900 rub.

Column 7 The average salary is determined by summing columns 4 and 6.

Locksmith 4=19100+6685=25785 rub.

Locksmith 5=10713+3749.55=14462.55 rub.

Mechanic 6=23346+8171.1=31517.1 rub.

Turners 6=23346+7003.8=30349.8 rub.

PR 3=6821+2046.3=8867.3 rub.

Master=19000+1900=20900 rub.

Column 8 The annual wage fund of all workers is determined as the product of the average monthly wage and the number of months in the year.

Locksmith 4=25785·12=309420 rub.

Mechanic 5=14462.55·12=173550.6 rub.

Mechanic 6=31517.1·12=378205.2 rub.

Turner 6=30349.8 12=364197.6 rub.

PR 3=8867.3·12=106407.6 rub.

Master=20900·12=250800 rub.

The average monthly wage of one work site is calculated by dividing the total wage fund by the number of workers.

Tav.month=1331781/8·12=13872.72 rub.

We compile a table of the annual wage fund.

Table No. 7 Annual wage fund

Profession		Number of people in all shifts	Monthly earnings rate			Average monthly salary	Annual wage fund for all workers, rub.
Production workers
Rolling stock repairman
Rolling stock repairman
Rolling stock repairman
Helper workers
Management

Column 7. Cost of materials and spare parts.

The cost of materials and spare parts per unit of repair is N = 702.45 rubles.

The cost of materials and spare parts for the annual repair program, taking into account the deflator coefficient of 1.075, will be:

Materials = N×Nin× 1.075 = 702.45*750*1.075=566350.3125 rub. (3.2)

Column 6. Charges to the wage fund amount to 26.4% of the annual wage fund of workers at the production site, including 6% - contributions to the federal pension fund, 10% - contributions to the insurance pension fund, 4% - contributions to the pension savings fund fund, 2.9% - contributions to the social insurance fund, 1.1% - contributions to the federal health insurance fund, 2% - contributions to the territorial health insurance fund, 0.4% - contributions to the social insurance fund for accidents.

(3.3)

Column 11. The amount of basic expenses is determined by adding the expenses for wages of production workers, expenses for contributions to the wage fund and expenses for materials and spare parts.

3.2.2 Calculate total costs for all cost centers and activity types

Column 5. Article 757 – Costs of remuneration of production personnel for unworked time (vacation pay) – 8% of the annual wage fund of production workers

Column 10. Article 761 – Labor protection and industrial sanitation – 0.7% of the amount of direct costs.

Under this item, expenses are planned to ensure safe working conditions, the purchase of reference books and posters on labor protection, the organization of reports and lectures on labor protection.

Columns 7, 9, 10. Article 765 – Maintenance and operation of equipment except for equipment and environmental facilities.

This item plans costs for materials for repairing equipment, tools and inventory, costs for electricity, compressed air, steam, water and oxygen for production purposes, as well as costs for paying bills for equipment repairs by third parties.

Equipment maintenance costs are assumed to be 0.5%, and current repairs - 4% of the cost of the equipment. The cost of equipment per 1 sq.m. is assumed to be 30-40% of the cost of one sq.m. buildings, i.e. accepted 8864.4 rub. Expenses for this item are: 72·29548=2127456; 2127456·30/100=638236.8 rub.; 29548·30/100=8864.4 rub. (3.6)

The cost of maintaining and renewing tools and equipment per production worker is assumed to be 155.6 rubles.

(3.7)

Summing up all expenses, we get:

Total=3191.8+25529.5+1244.8=29966.1 rub.

Electricity costs for production purposes are determined by the formula:

where is Rust? – installed equipment power in kW - 26.35 kW (Table No. 4)

Tob is the annual operating capacity of the equipment; in 1 shift we assume 1800 hours.

 - equipment load factor over time – 0.8-0.9.

k – weighted average demand coefficient, k=0.25-0.35

Tsel – cost of 1 kWh for production purposes, we accept 2.03 rubles.

Substituting numerical values ​​into formula 3.10, we get:

Costs of compressed air, steam, water and oxygen for technological and production needs.

Expenses for this item are accepted in the amount of 1% of the cost of materials and spare parts (from column 7 of the main expenses)

Columns 8, 9, 10 Article 768 – Maintenance and current repairs of buildings, structures and equipment for industrial purposes.

Maintenance of industrial buildings and structures. This item is used to plan expenses for heating and lighting the department or area, keeping it clean, as well as for water for domestic and economic needs.

Heating costs are determined by the formula:

where V is the volume of the site premises, taken at the rate of 345.6 m3.

q – specific heat consumption in kcal/hour per 1 sq.m, assumed to be 15 kcal/hour;

r – number of hours in the heating period, r= 24 hours*55 days = 1320 hours

Tsn – cost of 1 ton of steam, accepted 792 rubles.

i – heat of evaporation – 540 kcal.

Substituting numerical values ​​into formula 3.11, we get:

Eot=(345.6·15·1320·792)/540·1000=10036.2 rub.

The cost of lighting the site will be:

(3.12)

where S is the area of ​​the plot, equal to 72 m²;

a – electricity consumption for lighting in W per 1 sq.m, we take a=10.5 W/sq.m;

T – lighting time, for one work shift we take 1800 hours per year;

H – cost of 1 kWh, we accept 2.03 rubles.

k – demand coefficient, assumed to be 0.75-0.8

Substituting numerical values ​​into formula 3.12, we get:

Eosv = (72 10.5 1800 2.03 0.75)/1000 = 2017.82 rub.

Water consumption for domestic and economic needs is determined

where R is the payroll number of production workers and shop staff, 9 people. (according to table No. 3)

1 – specific water consumption for household needs, 1=25l/h;

2 – specific shower water consumption, assumed to be 40 l/h

253 – number of working days in a year;

ev – cost of 1m3 of water, accepted 18.66 rubles.

Substituting numerical values ​​into formula 3.13, we get:

Ev=9·(25+40)·253·18.66/1000=2761.77 rub.

Column 11. Article 771. Depreciation of fixed assets for production purposes.

Expenses under this item are determined depending on the cost of production fixed assets and useful life. The useful life of buildings is 960 months, equipment - 241 months.

The cost of equipment per 1 m2 is assumed to be 8864.4 rubles, the cost of 1 m2 of building is 2954.8 rubles. The expenses for this item are:

Substituting numerical values ​​into formula 3.14, we get:

Eam=72·8864.4·0.415+72·29548·0.104=486119.69 rub.

3.2.3 Calculation of general business expenses

Column 5. Article 785 Maintenance of personnel not related to the AUP. 20% of the annual wage fund of production workers is accepted.

Column 7. Article 788. Maintenance and current repairs of buildings, structures and equipment for general economic purposes.

Expenses for this item are accepted in the amount of 4 - 4.5% of the cost of the building. The cost of 1 sq.m of building is assumed to be 29,548 rubles.

Substituting numerical values ​​into formula 3.15, we get:

Erem.building = 72 29548 0.045 = 95735.52 rub.

The annual operating cost plan for the vehicle control point is given in Appendix 1.

3.3 Calculation of the cost of repairing a vehicle control point

Operating expenses are the costs of an enterprise (site) necessary for the production and sale of products. Operating costs per unit of production represent its cost:

(3.16)

Substituting the numerical values ​​into formula 3.16, we get:

С=3418843.12/750·1.18=3863.01 rub./private car.

Calculation of product costs is called costing, which is provided in Table 8

Table 8 Calculation of unit cost of production

3.4 Determining the economic efficiency of introducing new technology (equipment) at a vehicle control point

When calculating the economic efficiency of introducing a new technology, we take into account the calculation made above and the initial data from the assignment.

We take the cost of the site building from the task F3 = 2127456 rubles. The cost of new equipment is taken from the assignment Kn = 400,000 rubles. We take the cost of old equipment from task F1 = 240,000 rubles. The cost of write-off equipment that cannot be used with new technologies is taken from the task F2 = 237,000 rubles. The number of workers before implementation is taken from the task R1=10 people. The number of workers after implementation is taken at the rate of R2 = 8 people. The repair program before implementation is accepted A1 = 700 sets per year. The repair program after implementation is taken at the rate of A2 = 750 sets per year.

We determine the amount of additional capital investments.

Determining the economic efficiency of introducing new equipment is determined by:

(3.23)

where is En - the normative coefficient of economic efficiency of new technology is equal to 0.15.

Substituting the numerical values ​​into formula 3.23, we get:

E = 478717.9-0.15 388150 = 420495.4 rub.

The payback period for capital investments in new equipment will be:

Current - the standard payback period for new equipment is assumed to be 6 years, which is less than the payback period for new equipment.

Substituting the numerical values ​​into formula 3.24, we get:

Current=388150/420495.4=0.9

The project duration is 9 months.

As a result of the introduction of new technology, the number of workers will decrease, due to an increase in the repair program, there will be savings in depreciation charges, and general business expenses will decrease based on the new repair program. The listed changes will affect changes in the cost of car repairs.

We create a table of comparative data. When calculating the “Before implementation” column, we take into account the repair program and the number of production workers.

Table No. 9 Comparative data

Expenditures
	Before implementation	After implementation
Repair program (pcs)
Number of production workers (persons)
Basic expenses (RUB)
Costs common to all locations occurrence of costs (rub)
General expenses (RUB)
Operating costs (RUB)
Cost of repairs (RUB)

CONCLUSION

The diploma project was completed in accordance with the given topic: “Organization of depot repairs of passenger cars with detailed development of a vehicle control point,” and consists of an explanatory note and a graphic part.

The explanatory note contains data in three sections: technical, individual and economic.

The technical part presents explanations and calculations for the work of the Samara passenger depot: scope of work, rhythm, tact, production capacity, staff, traffic safety and labor protection measures.

In the individual part, issues related to organizing work at a vehicle control point are considered: repair program, area of ​​the site, staff, labor protection and safety measures.

The economic part presents calculations of the staffing sheet and operating cost plan, as well as calculations of the economic efficiency of introducing new technology.

During the completion of my diploma project, I visited the Samara carriage depot and became familiar with the standard technological processes of the depot and the car brake repair department. This information was used to complete the graduation project. Taking into account the directions of development of the carriage industry, the main of which are reducing the volume and cost of repairs, I made calculations and drew up a plan for operating costs.

LIST OF SOURCES USED

Main literature

1. Strekalina R.P. Economics, organization of carriage facilities. Textbook for technical schools and railway colleges. transport.-M.: Route, 2005.

2. Gridyushko V.I.; Bugaev V.P.; Suzova A.V. Economics, organization and planning of the carriage industry.-M.: Transport 1980.

3. Libman A.Z.; Demchenkov G.I. Carriage industry. A manual for diploma design.-M.: Transport, 1983.

additional literature

3. Dmitreev G.A. Economics of railway transport.-M.: Transport 1996.

4. Gridyushko V.N.; Bugaev V.P.; Krivoruchko N.Z. Carriage industry.-M.: Transport 1988.

5. Krutyakov A.A.; Sibarov Yu.G. Textbook for technical schools of railway transport, labor protection in railway transport, railway buildings. - M.: Transport 1993

6. BykovB,V, Pigarev V.E. Car repair technology. Textbook for secondary railway schools. transport –M: Zheldorizdat, 2001._559 p.

7. Ustich P.A.. Khaba I.I. Ivanov V.A. and others, Carriage production: Textbook for railway universities. transport - M.: Route, 2003.-560s.

8. Bolotin M.M. Novikov V.E. Automation systems for production and repair of wagons: Textbook for railway universities. transport 2nd ed., revised. And additionally - M.: Route, 2004-310s.

9. Mastachenko V.N. Design of railway buildings: A textbook for students of construction specialists. Railway universities transport.-M.: UMK, 2000.-336 p.

10. Extract from the “Technological Design Standards for Passenger Car Repair Depots”

11. Ganenko A.P., Milovanov Yu.V., Lapsar M.I. Design of text and graphic materials for the preparation of diploma projects, course and written papers, examination papers - M., 2000.-352 p.

12. Polezhaev Yu.O. Construction drawing - a textbook for beginners. prof. Education – M. Academy, 2003-336 p.

13. Bogolyubov S.K. Engineering graphics - M. Mashinostroenie, 2004. - 352 p.

14 Zhdanovich V.V. Preparation of documents for diploma and course projects - Mn.Technoprint, 2002-99 p.

15. Kudryavtsev E.V. Completing a diploma project on a computer-M. DMK Press, 2004.-224 p.

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Explanatory note for the course project

Introduction

Society and the state have long entrusted railway transport with social, political and specific functions, which, in the absence of proper government financial support, place an additional burden on the transport economy.

Railroad transport creates conditions for the expansion of reproduction and promotes the rational distribution of production in the economic regions of the country. Rail transport is of great importance in agriculture. Rail transport ensures the delivery of equipment, construction materials, fertilizers and raw materials for industry throughout the country; satisfies the continuously increasing need of people to move, ensures economic, political and cultural ties of our country with foreign countries. The role of transport in the defense capability of our country is invaluable.

Railway rolling stock . transport is characterized by a variety of types and designs of cars used in the transportation process of goods and passengers. The operating conditions of the cars are associated with significant static and dynamic loads, and in some cases, with the impact of high and low temperatures of the transported cargo, high humidity, and aggressive environments on the design of the cars. With short transportation distances, the time intensity of loading and unloading operations increases significantly, as a rule, using various means of mechanization.

Thus, multifunctional and intensive use of railway cars. transport requires high-quality maintenance and repair by qualified specialists.

The carriage industry occupies an important place in railway transport. This is a fairly developed branch of railway transport, the fixed assets of which make up a fifth of the fixed assets of the entire railway transport. The carriage industry, to a first approximation, can be defined as a specially geographically distributed set of production enterprises on the railway network, which, based on unified industry normative technical documentation, taking into account specific conditions, monitor the technical condition, maintenance and repair of cars in the passenger and freight fleets, as well as containers. The carriage industry accounts for 20% of operating costs, over 15% of the contingent of railway workers, and the bulk of the consumption of lumber, rolled products and other materials. Every year billions of rubles are spent on repairs and maintenance of the rolling stock.

Further increase in the level of operational work of the carriage industry in a market economy is possible on the basis of the introduction of a scientific organization of labor and production, improving the quality of work and production labor.

It is important not only to learn how to properly manage funds to obtain maximum profit from their operation, but also to build an effective technology to ensure the safe operation of cars at an acceptable level. These problems must be solved in a way that is simultaneously beneficial to the clientele, transport in general, the carriage industry, and including the employees of linear enterprises.

Railway repair industry. transport is a complex, constantly evolving dynamic system with a large number of enterprises. The production range of factories and depots includes several thousand different products.

Increasing production efficiency at repair enterprises depends, first of all, on technical re-equipment, improving the organization of production and technology for repairing cars, manufacturing spare parts and replacing obsolete machine tools, and computerizing production processes.

Railway transport is a complex and multifaceted enterprise that requires good interconnected work of all its links.

The special role of Russian railways in the sphere of circulation of material resources is determined by geopolitical, natural, climatic and social factors. Rail transport carries out more than half of the freight transport work and about 40% of the country's passenger turnover.

The reforms were supposed to be carried out in three stages, the content of which is outlined below:

first (preparatory) -2001–2002;

the second (organizational and legal separation of business types) – 2003–2005;

third (opening the main types of business to competition) – 2006–2010.

stage (2000–2003) – restructuring of accounts payable of the federal railway transport enterprise for payments to budgets of all levels.

– development of draft legislative and other regulations necessary for the implementation of the Structural Reform Program in railway transport.

– development of a competitive sector in the field of railway transportation.

– creating conditions for equal access to the railway transport infrastructure for service users.

– inventory of the property of a railway transport enterprise.

– development of functions of state regulation and economic management, creation of JSC Russian Railways.

– withdrawal from the structure of federal railway transport of individual enterprises unrelated to the organization of traffic.

– formation of independent structural divisions within JSC Russian Railways to carry out certain types of business activities.

– development of a mechanism for financial support of passenger transportation by rail.

– preparation of a sectoral subprogram of the federal target program “Promotion of Employment in the Russian Federation for 2002–2005”, as it relates to railway transport.

Stage II (2003–2006)

– reorganization of JSC Russian Railways by separating into subsidiary joint-stock companies independent structural divisions that carry out

– certain types of business activities in railway transport.

– gradual reduction of cross-subsidies. – creating conditions for increasing the level of competition in the field of freight and passenger transportation.

– transition to free pricing in competitive sectors. Creation of conditions for the acquisition of mainline locomotives by operating companies.

– attracting investments for the development of railway transport.

Stage III (2006–2010)

– assessment of the feasibility of complete organizational separation of infrastructure from transportation activities.

– development of an initiative among carrier companies to purchase mainline locomotives.

– transfer of the majority (60% or more) of the freight car fleet into private ownership.

– development of competition in the field of freight and long-distance passenger transportation.

– sale of licenses for passenger transportation in suburban services, limited in validity period.

– assessment of the possibility of creating several competing vertically integrated railway companies.

1. General part

1.1 Purpose, composition, characteristics of the designed depot

One of the main enterprises of the carriage industry is a carriage depot, which can be:

a) Repair and operational;

b) cargo, passenger, refrigerator and container.

Freight railcar depots typically specialize in the repair of several types of railcars. Freight car depots are located in large areas and marshalling yards; passenger - at home stations there are at least 500 passenger cars.

According to the structure, the repair car depots include 3 main groups of sections:

1. The main areas in which repair operations of the main parts and components of the car are carried out; car assembly (ASU), bogie, wheel, brake equipment repair area (AKP); AS repair area (KPA). In passenger car repair depots, the main ones are also: electrical equipment repair area; repair area for refrigeration equipment and air conditioning systems.

2. Auxiliary areas - areas where spare parts are manufactured for the repair of main parts and components of the car: metalworking and mechanical; woodworking; instrumental, etc.

3. Service areas - areas that provide main and auxiliary work: boiler room, transformer room, compressor room, utility rooms, etc.

The sections may include departments depending on the volume of the technological process.

1.2 Establishing the operating hours of the depot and determining the working time fund

For railway carriage enterprises, as a rule, the following operating modes are used:

1. daily 8-hour working day with two days off;

2. two-shift work with a 12-hour working day on a rotating schedule, with payment on holidays according to the relevant rules;

3. four-shift work schedule with a 12-hour working day.

The actual annual time spent working on one shift can be determined by the formula.

,

The Passenger Car Depot is a structural division of JSC Russian Railways. It is part of the regional long-distance passenger directorate, which is subordinate to the Federal Passenger Company (FPK), which is a subsidiary of Russian Railways OJSC.

By the type of wagons being repaired, the designed wagon depot is a passenger depot, and by the nature of the work performed, it is a repair depot. The designed depot is intended to perform depot (overhaul) repairs of cars, repair and assembly of car components and parts. Cars repaired at the depot are delivered to it in accordance with the terms of agreements concluded with JSC Russian Railways and operating companies (for freight depots).

The production structure of a carriage depot is determined by the composition of production units, their relative location and forms of technological interconnection. The type of cars on which the depot is specialized determines the composition of the production areas and departments necessary for the repair of its components and parts. In the designed depot, all sections and departments are repair, which are connected by a common technology and are united in the main building of the depot.

The main structural unit of a wagon depot is the production area, which may include several departments.

According to the nature of production, all sections and departments of the depot are divided into main, auxiliary and service.

At the main sites, operations of the production process for the repair of cars and their components are carried out. Taking into account the specialization of the designed depot, the main areas in it will include:

• - car assembly with departments for external washing and cleaning, preparation of cars for repair, repair and assembly and painting (or without);
• - trolley with a fleet of trolleys;
• - wheeled with a fleet of wheelsets;
• - roller with dismantling, repair, assembly and assembly departments;
• - repair and assembly.
• - repair of electrical equipment with departments of electrical machines, electrical equipment, batteries, radio equipment and instrumentation;
• - repair of refrigeration equipment and air conditioning units (VHF).

The repair and assembly department includes the following departments: metalworking and assembly, repair of hydraulic vibration dampers, locksmithing, carpentry and wallpaper, repair of heating systems, water supply and ventilation, repair of boilers, toilets, mirrors, polymer products and rubber parts, metallization, galvanic coatings, repair of gear and cardan drives.

Auxiliary areas and departments produce products used for production in the main areas. These include: mechanical repair, repair of electric power equipment of the depot, tool room, storeroom of the depot and woodworking (for the repair of covered cars, platforms and passenger cars).

The service area includes a repair and maintenance area, which ensures the operation of a compressor station, a boiler room (if the depot has its own), a transformer substation, water supply and sewerage networks, transport and storage facilities, maintenance of cleanliness and repair of work clothes, and routine repairs of depot buildings and structures.