Repairs and inspections are carried out as scheduled or unscheduled, depending on the service life and degree of wear of the equipment. To preserve the working life of a railway traction stock, the following types of locomotive repairs are provided:
Maintenance (TO) is performed to check the condition and maintain performance important details and traction units. Depending on the type of work performed, maintenance is divided into 5 types. The first type of maintenance (TO-1) is carried out during the delivery and acceptance of the locomotive and includes the inspection and cleaning of important parts. The second type of maintenance involves a more detailed inspection of all the main components of the locomotive. TO-3, -4 and -5 include maintenance and testing technical units and produced in specialized depots.
However, the market is still a local business in most cases with certain market conditions in some countries and can only be successfully introduced if a number of basic conditions are taken into account. The high-tech complex improves the efficiency of using coal trains.
We have already seen significant improvements in both the number of trains we handle each day and the amount of time it takes us to inspect, repair or service coal locomotives. The new store uses wireless technology to remotely monitor the status of locomotives to identify and plan outside scheduled repairs or maintenance. This crystal ball capability allows maintenance and repair crews to prepare and schedule maintenance up to 24 hours before locomotives arrive.
Current depot repair of traction rolling stock (TR) necessary not only to maintain, but also to restore operational properties locomotive units. This type repair work, along with inspection, testing and adjustment of components, is characterized by the replacement and repair of worn parts, as well as partial modernization of equipment. There are only four types of such repairs: TR-1, TR-2 and TR-3 and average repair(SR). SR is performed in case of malfunctions, as well as for partial restoration of the resource of railway equipment.
The incoming report is generated electronically to provide data on the individual needs of the locomotive for scheduled repairs. This allowed us to streamline and standardize the process of obtaining trains from a railider to transport more coal.
Check the condition of the support insulators
The facility operates 24 hours a day, seven days a week. Overall, the facility is almost the length of a football field and is approximately 40 feet high with a 192-foot underground inspection pit to view the underside of the locomotive. The facility employs electricians, machinists, pipe fitters, fire and oil technicians, a shift supervisor and a technical director.
Major overhaul of the railwayequipment (KR-1, KR-2) refers to factory repair and involves restoration performance characteristics locomotives and health improvement vehicle by replacing worn parts. During a major overhaul with an extension of the service life, the restoration of operational characteristics is carried out close to complete.
The sleeves of the current collector must have dielectric properties, since they connect the grounded air line with current collectors that are energized by the contact network. For this reason, the sleeves are made of or polyethylene pipes
As reliance on rail travel increases, pressure is mounting on Union Pacific to find ways to move trains more efficiently. Employees responsible for refueling, inspecting and maintaining trains moving around Bailey Yard use a unique crew approach to reduce dwell time, the average number of hours a train is in specified place terminal, and speed up the processing of the run through the trains.
Repair of rolling stock of railway transportat PROMTEK LLC
The key direction of our organization is the performance of all types of work on the repair and restoration of regulatory performance indicators diesel locomotives of the TEM2, M62, TE10, TGM-4 series, as well as components and assemblies for them.
Our company employs qualified workers with many years of experience in the locomotive repair structures of Russian Railways and having sufficient experience for diagnosing and prompt response in the process of repairing diesel locomotives.
A locomotive in motion is under the control of one of the running sheds or areas to which Railway is divided by the target of the locomotive. The usual practice is that ordinary small repair work and minor repairs are carried out in small workshops attached to sheds. The funds provided for this purpose depend on the size of the barn being laid out, and many "heavy repairs" are now underway in some important barns. Generally speaking, repair work on the pad includes re-inclusion of tires, installation of box axles and bearings, repair of the drive mechanism and brakes, and installation of new springs.
The locomotive repair system in our company is well established.
Maintenance and repair of railway rolling stock
equipment is carried out in a specialized locomotive repair depot of PROMTEK LLC in Chaikovsky Perm Territory, where everything is necessary equipment and accessories for technological process repair. Also, to speed up the repair process, an exchange fund of the main components and assemblies of the diesel locomotive is maintained.
Of course, springs and other parts are supplied from the headquarters. Minor boiler repairs, such as replacing leftovers, are also done in running sheds, but when the boiler requires overhaul, the engine is sent to the main work. Records are kept of mileage and every engine repair, albeit a small one. In addition, periodic examinations are made of most important engine parts after they have run a certain number of miles or for a certain period of time.
Before the engine is sent to the main workshops for overhaul, a special report is sent there weeks in advance giving details of the condition of the main parts so that new parts are ready and no unnecessary delay occurs after the engine has been shipped. .
During the maintenance of the rolling stock, a set of works is carried out to ensure traffic safety, the performance of all components and equipment, fire safety, as well as the proper sanitary and hygienic condition of the rolling stock. These works include:
- control of the technical condition, inspection, fixing of critical units, assemblies, parts, replacement of individual parts or their adjustment in order to prevent damage, as well as part of the work to eliminate damage and their consequences;
- body and undercarriage cleaning (washing)
- blowing out all electrical appliances and electrical machines
- inspection and maintenance of wheel sets, traction motors, electric compressors, pneumatic equipment and pneumatic lines
- trial brake equipment and couplers, speedometers and safety devices
- technological service train automation devices.
The main task of the employees of the complex brigades of the electric depot is to keep the cars in a technically sound condition. Locksmiths, who are part of the integrated team, inspect the cars and are responsible for the quality of repairs between repairs.
An engine can service one to two years between its visits to major stores. The time depends on the class of the engine, the service on which it was used, the mileage and general condition in which it is located. The boiler requires more oversight than any other part of the locomotive and is the most expensive to maintain. In order to carry out a thorough inspection of the boiler, the pipes are retracted and the eruption due to water is removed from the plates with suitable cleaning tools, when using which great care must be taken so that no "nick" or damage may occur to the plates or subsequent cracks.
PTE PROHIBITES!
- to put into operation and allow to run in trains rolling stock that has malfunctions that threaten traffic safety.
- operate electric rolling stock, at least one of which has at least one malfunction: pneumatic, electric, parking or hand brakes, automatic coupling devices, signaling devices, speedometer, train automation devices, train radio communication devices, loud-speaking warning, emergency communication "passenger - driver" ;
- lack of fire extinguishing equipment;
- release of wagons on the line without technical inspection(repair) and records of readiness in the rolling stock readiness log (form TU-125);
- operate electric rolling stock with a crack or break in the bogie frame and other parts of the undercarriage equipment, as well as those that have derailed or collided until the inspection and its recognition as fit for operation.
The maintenance of the rolling stock must be carried out in accordance with the requirements of the "Technical Safety Rules for the Operation of Consumer Electrical Installations", "Safety Rules for the Operation, Maintenance and Current Repair of Metro Rolling Stock". “Regulations on the procedure for registering the readiness of rolling stock” and “Rules for the current repair and maintenance of metro rolling stock” TsMetro / 3906.
Steel boiler rooms and casing plates are subject to corrosion and "cracks", cracks and "grooves". Corrosion takes the form of uniform wasting of the plates, causing them to become thinner and ultimately unable to withstand the required pressure. This form of corrosion usually occurs on a longitudinal belt 1 to 2 feet wide near the water level. Pitting is a more common form of corrosion in which the plate is formed with small cavities isolated or running towards each other to form depressions of considerable size.
The efficiency of rolling stock operation largely depends on the qualifications of wagon inspectors, on their knowledge and level of professional training.
Norms
frequency of maintenance and repair of wagons of the operating depot fleet subway*
| Type of rolling stock | Type of technical inspection/repair | ||||||||||||||||
| TO-0** | EO** | THEN | TO-1** | TO-2 | TO-3 | TO-4 | TR-1 | PR-1 | TR-2 | PR-2 | TR-3 | PDR-1 | PDR-2 | SR | KR | ZR | |
| E and mod. | - | - | - | No more than 24 hours. | 3,75 ± 1,0 | 7,5 ± 2,0 | If necessary | 60 ± 10 | - | 240 ± 15 | - | 480 ± 20 | - | - | 1050 ± 50 | - | - |
| 81-717/714 and mod. | - | - | - | No more than 24 hours | - | 7,5 ± 2,0 | When necessary | 60 ± 10 | - | 240 ± 15 | - | 480 ± 20 | - | - | 960 ± 40 | 2880 ± 120 | - |
| 81-720/721 and mod. | - | - | - | No more than 24 hours | 10 ± 2,0 | 33 ± 5,0 | If necessary | 100 ± 10 | - | 300 ± 20 | - | 600 ± 30 | - | - | 1200 ± 60 | 3600 ± 180 | - |
| 81-740/741 and mod. | No more than 24 hours | - | - | No more than 48 hours. | 10 ± 2,0 | 30 ± 5,0 | If necessary | 60 ± 10 | - | 240 ± 20 | - | 480 ± 20 | - | - | 960 ± 40 | 2880 ± 180 | - |
| 81-760/761 | - | No more than 24 hours | 35 ± 5,0 | - | - | - | If necessary | - | 140 ± 10 | - | 270 ± 20 | - | 560 ± 30 | 1120 ± 60 | - | 1680 ± 90 |
* norms for the frequency of maintenance and repair in thousand km
Re-examine the straightened frame. Make sure there are no cracks or burns
This defect is likely caused by a combined chemical and galvanic action due to the dissolved acids in the water. The scale applied by the feed water, if thin, helps protect the plates, but the alternating expansion and contraction of the plates as they heat and cool helps to separate the scale pieces, leaving the plates exposed to any acid in the water. As the tubes expand, they tend to push out the center of the tube, although it is firmly held at the edges, especially where it is connected to the cylinder flange.
**time of the actual work of the car on the line
Interrepair run rates
The preventive maintenance system for the repair of rolling stock includes maintenance (TO), operational maintenance (EO), current repairs (TR), periodic repairs (PR), lifting repairs (PDR), overhaul (KR), factory repairs (ZR) and medium repair (SR).
Unscrew the bolts securing the bottom clamps and remove the bottom frames of the pantograph
The constant bending and non-bending causes a small crack in the plate, which eventually develops. -Oval tubular holes and fractured tubular plate. In the groove, the latter is expanded by the action of the acid in the water. A badly grooved or wasteful plate is renewed, but if the defects are not so severe, the plate is repaired by riveting a patch over the defective part. Rivet heads corrode and defective rivets are knocked out and replaced.
Maintenance of TO-1, TO-2, TO-3, EO is carried out to prevent failures and maintain the rolling stock in working and sanitary condition, which ensure it smooth operation, traffic safety and high level customer service culture
The efficiency of rolling stock operation largely depends on the qualifications of wagon inspectors, on their knowledge and level of professional training.
Fire is particularly prone to defects. Copper plates, especially on fire or on flanges where the plates are joined, are lost as a result of the action of the flame. As these cracks spread rapidly, great care is taken when looking for them. As the tube expands in the vertical direction as the boiler heats up, the holes in the tube gradually take on an oval shape and then flow around the tubes. Overheating of the plates due to occasional water suffocation causes the plates to burn. Expansion and contraction cause frequent breakdowns residues that connect the roof and sides to the casing of the firebox, and then bulging of the plates may occur.
TO-1* - technical inspection of the first volume, carried out at the technical inspection point for no more than 24 hours of train operation on the line. When inspecting TO-1, fitters-inspectors and a locomotive crew check the condition running gear car, pantographs, automatic couplers, no damage to the undercarriage equipment, the degree of heating of wheel pair bearings and traction motors. Cleaning the passenger compartment.
The presence of defective lateral remnants is detected by tapping the heads with a light hammer, when an experienced person can tell them the sound. The rest of the heads, as a rule, are burned with a flame. All these defects, some of which are certain to be found, become dangerous if left, and for this reason the firebox is carefully examined at frequent regular periods. High pressure used in modern locomotives, from 170 to 225 pounds. per sq. inch increase the tendency for firebox problems, and some engineers take advantage of the overheating by reducing the pressure to 160 pounds. per sq.
TO-2* – technical inspection of the second volume, carried out after 10+2 thousand km of the car run. In addition to the scope of work TO-1, an inspection is carried out electrical appliances, equipment in the driver's cab and passenger compartment. Check brake adjustment.
TO-3* -technical inspection of the third volume, carried out after 33+5 thousand km. In addition to the scope of work TO-2, they inspect the condition of the traction motors, check some overall and adjusting dimensions.
To repair cracked plates, patches of various sizes and shapes are used. To correct, it is important to first cut off the defective part of the plate. This leaves an oval or rectangular hole, and a piece of new copper plate is marked and cut slightly larger than the hole so that it forms a round circle. Then the patch is carefully laid down, and the holes for the holes and the holes for the rivets are marked in new part after.
Figure 47 - Patch on the plate for the fire panel. Which is glued or secured with stud bolts according to the position it occupies, since in some places the extinguishing rivet cannot be made. It should be noted that such spots are never applied to cracks in the old plate, but the latter is always cut, for the reason that the old plate left there after the patch has been applied will be twice the thickness of the plate, which will reduce the conductivity, so that this will lead to overheating and burning.
TO-4* – perform, if necessary, turning wheel pairs without rolling out from under the car.
There are three types of planned preventive depot repairs: TR-1, TR-2, TR-3.
TR-1* -small periodic repairs, carried out after 60+ 10 thousand km of the car run. Downtime no more than 10 hours.
In TR-1, in addition to the scope of work TO-3, uncoupling and rolling of cars is carried out to inspect the wheel rolling surface, inspect the traction gear train, listening to wheel pair bearings and traction motors. Open, inspect, clean and adjust all electrical and pneumatic appliances.
If the firebox plate is in poor condition, the bottom half can be cut off and a new half pan or half tubular plate can be riveted to the old top half. When the holes in the tube are oval, as in A, fig. 46, and the plate between the holes is cracked, as in B, the holes are enlarged with the pink chisel tool.
And specially rotated and screwed plugs fit tightly into the holes. These plugs are then riveted on each side of the tube plate to cover the cracks in the plate as far as possible. The plugs, if not left solid, are then drilled to obtain new tubes that are somewhat smaller than the tubes that were previously in those holes. Figure 48 shows two of these sleeve holes in section.
TR-2* - a large periodic repair, carried out after 240+ 20 thousand kilometers. Downtime in repairs is two days, during this repair, wheel sets are additionally turned on special machines (without rolling out from under the car) to eliminate rolled metal and other defects on the wheel rolling surface, traction motor manifolds are turned, parts and assemblies with wear are replaced above the established standards, as well as carry out adjustment, testing and partial modernization of equipment.
Every five or six years a completely new firebox is required. This includes removing the entire interior of the boiler, cutting through and knocking out any residue, and removing the foundation ring. The boiler, when it undergoes this repair, is turned upside down, and the new firebox is placed as in a new boiler.
The copper or inner chimney expands in the vertical direction as the steam rises, and rises so that the bend or slope as shown in A remains curved, since the outer steel shell of the firebox to which the contacts are connected does not grow as quickly or in the wrong direction. the same degree. When inserted into new holes, the holes are slightly enlarged, used for new screw threads and equipped with a correspondingly large amount of residue. The main defects of the steel tubes are pinpoint from the outside for the same reason as the pinpoint boiler plate, and more specifically, the leak on the tubular firebox plate.
TR-3* - lifting repair, carried out after 480+20 thousand km. Roll out, complete disassembly and repair of bogies. Critical parts are checked on magnetic and ultrasonic flaw detectors. Wheelsets and traction motors are sent for full inspection and factory repair.
Repair sliding doors and other equipment. Quality control of inspections is carried out by engineers of the technical department, foremen of fitters and foremen, as well as instructor drivers and inspectors of electric rolling stock.
After the production of TP-2 and TP-3 and inspection by the master, acceptance is carried out by the SPS inspector. Then the car is run-in on a branch of the depot tracks or on the line at off-peak times in the presence of an inspector and one of the depot managers.
1. After the train enters the depot (or at the PTO), it is necessary to check the heating temperature of wheel rims, axle boxes and wheel pair gearboxes, bearing assemblies of traction motors “by touch” within no more than 20 minutes. If excessive heating is detected, determine the temperature with a thermometer. Report the results in the prescribed manner to the foreman or foreman.
2. If necessary, clean contaminated components and parts of the undercarriage and undercarriage equipment.
3. If cracks, deformations and other defects of the equipment of the rolling stock are found, outline them with chalk, inform the foreman or foreman in the established order.
4. Each bolt must have a spring washer, locknut, cotter pin or other device to prevent it from loosening. In this case, cotter pins should be installed no further than 3 mm from the nuts, their ends should be separated at an angle of 40 to 60 degrees. Castle nut cotter pins must be recessed into slots by at least ¾ of their diameter. The diameters of the cotter pins must match the diameters of the holes.
The ends of the bolts must protrude beyond the nut by a length of at least one thread pitch and not more than the standard height of the nut. . Spring washers with a gap in the connector more than the thickness of the washer or without a gap must be replaced. The diameters of the washers must correspond to the diameters of the bolts, studs, rollers and connection axes.
5. It is forbidden to perform any work with a faulty tool and make measurements with a measuring tool and devices that have not passed periodic checks in the prescribed manner.
6. If necessary, lubricate parts and assemblies of carriage equipment in accordance with the lubrication chart.
7. Defects identified during the inspection of the car are eliminated before the train is issued to the line, if necessary, the car is sent for repair.
Maintenance (TO-1)
Maintenance of TO-1 is carried out by fitters-inspectors of technical inspection points and locomotive brigade during a short-term settling of the train and by fitters-inspectors during a long day and night settling, provided for by the train schedule.
During TO-1, the equipment is inspected, during which the suitability of critical components is determined to ensure uninterrupted and safe movement trains. Faults detected and recorded by the driver in the log are eliminated technical conditions wagons (form TU-152), as well as washing of bodies and sanitary cleaning of passenger compartments and cabins of wagons according to the schedule.
Maintenance of mechanical equipment.
After placing the composition on the ditch, they check by touch (in the presence of specialized equipment - with devices) the heating temperature of axle box bearings, housings and bearings of wheel pair gearboxes, as well as anchor bearings of traction motors, cardan couplings. If overheating of these nodes is detected, an unscheduled audit is carried out and the cause of the malfunction is established.
Inspection of wheelsets.
During the inspection, they make sure that there are no cracks in the bandages, check for the presence of sliders, chipping, delamination, vertical undercutting of the ridge, rolled in a rolling circle, pointed rolling of the ridges. Inspection of the control risks on the tire and the rim of the central disk, as well as tapping with a hammer (with the brakes released) reveals weakened tires and tire rings. External inspection controls the absence of lubricant release from axle boxes and wheel pair gearboxes. Make sure that there are no cracks on the wheel centers and signs of weakening and shift of the hubs on the axle. Special attention when inspecting the axles, they pay attention to traces of electric arc contact (electric arson), worn places, cracks and other defects on the open parts of the axle. Inspect rubber-metal liners, bolts, pins and studs (check by tapping with a hammer for loosening). They check for the absence of delamination from the reinforcement or delamination of the rubber of the liners, as well as turning or shifting of the rubber liners, traces of the wheel center touching the central rim.
Ram trolleys.
Details of the central (cradle) suspension, safety brackets. Suspension of traction motors, motor-compressor, lever brake gear, over-axle suspension, casings, leashes, pantographs, brackets for APC receiving coils and auto-guidance sensors, bogie side bearings, stall valve bracket and other undercarriage equipment; gearbox housings, gearbox hangers, grounding devices.
When inspecting the bogie frames, carefully check the condition of the welds of all brackets welded to the bogie frame for cracks.
Inspecting the details of the central suspension, make sure that there are no cracks or other defects in the earrings, springs, rollers, the central bar, safety brackets, hydraulic shock absorber brackets. They control the tightening of the castle nuts of the combined rollers of the earrings and pallets, the distance between the safety brackets and pallets, and also determine whether the gap between the central bar and the transverse beams of the bogie frame along the side bearings corresponds to the standards.
Attention! Inspection of trolley frames is carried out especially carefully. Make sure there are no cracks.
Cardan couplings.
Check the heating of the cardan coupling - it should not exceed the temperature by more than 20 0 С environment. Pay attention to the correct position of the universal joint in relation to the shafts of the gearbox and traction motor. The ease of its movement along the horizontal axis of the shafts of the traction motor and gearbox is controlled. Check the condition and fastening of the sealing shields, rings, cups, coupling and connected bolts, plugs. Make sure there is no mechanical damage.
The run-up, the misalignment of the shafts of the gearbox and the traction motor are controlled in accordance with the ratings and tolerances. Make sure that there is no ejection of lubricant from the cardan coupling.
Add lubricant if necessary. Unusable parts (gaskets, bolts, nuts) are replaced, loose fasteners are tightened, missing cotter pins are installed.
Lever-brake transmission.
When inspecting the lever-brake transmission, check the condition and fastening brake pads, suspension brackets, levers, washers, springs, rollers. The presence and condition of cotter pins, all brackets, lubrication in friction units, as well as fastening the adjusting nut of the linkage. Brake pads must be replaced if the thickness of the middle part of the pad is less than 12 mm or if there are shells on them. There must be a gap between the block and the tire of the wheel pair within the established tolerances. In the presence of cracks, chips, chipping of pads, as well as in case of peeling brake mass from the anther, defective parts or assemblies must be replaced. Adjust the transmission in case of wear of the pads or when replacing them. Breaks, cracks and loosening of fastenings of suspensions, levers, washers, springs, parallel rods, rods of brake pads position fixers, parts of the braking unit of the extreme brake suspension, their brackets. Check whether the nuts are tightly tightened, whether the rollers are securely fixed. Replace broken pins. It is unacceptable to touch and rub the parts of the leverage on the frame of the bogies, axle boxes, safety brackets and wheel pairs. With the brakes released, the pads should not come close to the bandages and even more so touch them, the gap should be within normal limits. When inspecting the linkage hand brake, rotating the flywheel, make sure that there are no jamming of parts, check the condition and fastening of the curved lever, its rods, screw, nut and guide racks of the brake shoe drive, longitudinal rods, horizontal levers, adjusting clutch, carriage. They control how much the threaded part of the inclined rods enters the head of the carriage (should be at least 20 mm).
Loose bolts are tightened, and nuts and bolts with damaged threads are replaced. Each bolt must have a washer, nut and locknut. For castellated nuts, the cotter pin must not be damaged. Spring washers with broken off antennae. The cotter pin must sink into the spline slot of the nut by at least ¾ of its diameter, and its ends must be separated by 60-70 0. Re-execution of cotter pins is not allowed. Rubber elements spring suspension, having cracks and delaminations, are replaced.
Inspection of the spinton frame.
Due to the discovery of a large number of cracks in the area of the spinton nodes No. 9,10,11,12 (Fig. 52), as well as on the side of the bracket for installing the block brake, a better and more qualified control over the condition of the spinton frame is required
Rice. 53 Crack in the trolley frame.
Rice. 52 Spinton numbers on the bogie frame
When inspecting the frame, special attention should be paid to the pin assembly No. 9
The following order of control of the spinton assembly is established. View and check:
Condition of box springs, lower and upper supports, rubber gaskets;
Spinton fastening in the longitudinal beam, the presence and condition of the locking devices (washers and bolts).
Pay special attention to the absence of twisting and damage. rubber covers, their fastening from above and from below;
The presence of a rubber cap, the correct installation and fixation.
If the horizontal lower part of the cap is deformed, make sure that this does not cause the pin to break.
The area between the welds of the reinforcing lining of the middle pin and the upper plane of the frame for the absence of visible cracks.
This can be detected by damage protective coating, the presence of directional corrosion and confirmed by means of non-destructive testing;
The lower zone of the middle spinton knots.
stripe of yellow or white flowers 80 mm wide in the area of the pins No. 9,10, 11, 12. be applied as a continuous coating with an approach to the horizontal lower and upper horizontal plane of the longitudinal beam (Fig. 53).
Rice. 54 Method of inspection
The beginning of crack formation, hidden by the upper support of the spinton, is not possible to identify, but its exit from under this support to the lower horizontal plane and the fillet transition to the vertical part of the beam can be determined using a mirror and a portable lamp, this allows you to detect a crack at an early stage. In this case, it is necessary to control the zone, and it has a distinctive color (white, yellow), more carefully with the obligatory use of mirrors for TO-3 (terminal route), TR-1 and TR-2. The mirror should be located under the lower plane of the longitudinal beam so that the defect could be viewed at an angle close to a straight line (Fig. 54).
The alleged defect must be rechecked with a portable magnetic flaw detector to confirm it. (Fig.55).
Rice. 55 MD check zones
Gear hangers.
When inspecting the gearbox, make sure that there are no cracks or damage on its body, covers and labyrinth ring lock. Check the tightness of the bolts. fastening the upper and lower halves of the gearbox housing, fastening the grounding device, hatches, control plugs, a chain of plugs. Nuts and locknuts must have cotter pins. Loose fittings are tightened. Make sure that there is no leakage of lubricant through the breather. Check the heating temperature of the housing in the bearing area, which should not exceed the ambient temperature of no more than 20 0 C. Control the condition of the grounding devices. They check the presence of the wear of the lugs of the ShS-40 bearing housing, the tightening of the cone nuts, the condition of the suspension bolts and earrings, as well as the presence and correct setting of cotter pins, castellated nuts, gearbox suspension bolts, the condition and fastening of the fork of the complex safety device and safety cable. Pay special attention to the standard size of the shock absorber assembly. Nuts and locknuts are checked by tapping with a hammer. The sound should be clear, metallic
axle box
Determine heating. Check for cracks and damage on the body, in the tides, brackets, on the mounting and control covers; fastening of cover bolts, speed sensors (DS), speedometer generators, stall valve, no lubricant leakage;
Hydraulic vibration dampers
If there are signs of oil leakage, replace the hydraulic damper.
Rail lubricators
The rail lubricator housing must be at least 75 mm from the level of the rail head. If necessary, add grease to the rail lubricator chamber;
Automatic couplers
They check the condition of the coupler head housing, the presence of pneumatic valve sealing rings, the condition and fastening of the latches of the front covers of the electrical contact boxes, the gap between the flanges of the coupled coupler heads, if the gap exceeds 5 mm, this indicates wear of the parts of the coupling mechanism.
Pay attention to the condition and fastening of the contact boxes, rods, preload springs. When examining the contacts of the bushings and the contacts of the fingers, the exit, sinking and diameter of the working part of the contact fingers and bushings are controlled. Check the condition and fastening of the coupling mechanism drive parts: rods, levers, cable with a handle, rollers, washers, as well as the presence and correct installation cotter pins. They control the reliability of fixing the coupling mechanism with the rod of the electrocontact box, the position of the cable handle in the spring clip on the body of the head of the automatic coupler.
Pay attention to the condition of the coupler head, its attachment to the shock-tractor, the condition of the clamp, the visible part of the carrier, the springs of the shock-traction apparatus, the carrier's fastening earring, the earring's rollers and the carrier's mounting socket on the body frame. Make sure that there is no air leakage (by ear) in pneumatic valves, pneumatic actuators of electrical contact boxes, air ducts suitable for them.
Check the condition and fastening of the automatic coupler suspension parts: balancer, side bearing, suspension rods, upper springs, bushings, washers, cups, nuts and locknuts, safety bracket suspension parts. Make sure that there are no cracks in the balancer and bearing
Connecting sleeves
When inspecting the undercarriage equipment, attention should be paid to the absence of air blowing from the hose, and also to the fact that the hose hangs freely and does not touch other undercar equipment. mm), without OTK tag
Checking thermal units
Axlebox assembly - with the back of the hand or instrumentally in the bearing area, the temperature should not exceed 35º C from the ambient temperature.
Reducer - four reducer bearings 35ºС from ambient temperature and reducer housing in the lower part 20ºС from ambient temperature.
Cardan coupling - 20ºС from ambient temperature.
Traction motor - anchor bearings 55º C from ambient temperature.
The wheel rim is cold.
The inductive shunt is warm. It is checked at two points the first three coils and the second three coils.
The compressor motor crankcase is warm, which indicates normal operation during operation.
motor-compressor
Check the degree of heating of the compressor crankcase by touch - it should be warm or hot, but not burning the hand. Check the reliability of the fastening of the MK and the condition of all its nodes. It is also necessary to pay attention to the integrity of the two safety cables encircling the MK from below and serving to prevent it from falling onto the track in the event of a break in the suspension elements.
Traction motors
When inspecting the suspension unit of the traction motor, the condition and fastening of the suspension brackets on the bogie frame are checked. Make sure that there are no cracks in the area where the brackets are welded to the transverse beam of the bogie frame.
Pay attention to the condition and fastening of bolts, nuts, washers, the presence of cotter pins and their integrity, as well as the condition adjusting bolts and their locknuts.
It is checked whether the clearances between the axle of the wheelset and the safety stops under the container of the car and between the axle of the wheelset and the frame of the traction motor along the horizontal axis comply with the tolerance standards.
The frame of the engine, as well as its external parts, must be clean and free from grease smudges. The openings of the ventilation ducts must not be clogged and filled with grease.
It is necessary that the covers of the collector hatches fit snugly against the sides of the hatches, the locks of the covers close and open not too tight. Check the condition of the suspension chains of the output ends of the traction motors. The output ends of the motor must be securely fastened, their insulation must not be damaged. The canvas sleeves of the wires must be dry, free from traces of grease and scuffs.
The holes through which the wires are brought into the engine must ensure that moisture does not enter it. All bolts securing the poles, cover shields and brush holder brackets must be well tightened and secured against loosening.
Grease from the anchor bearings must not penetrate into the engine.
The collector surface must be smooth and clean. The grooves between the collector plates must not be covered with copper. Insulators should not have cracks and traces of transfer. The pressure of the brushes must be within the tolerances. The brushes should move freely in the brush holders, without jamming, their working surface should be shiny.
If part of the surface is matte, this indicates that the brush is not well ground. The brushes must not have chipped edges, as well as be worn out beyond the norm (the maximum height of the brush is 25mm). It is not allowed to install brushes of different brands on the motor.
The silumin disk of the fan must be tightly fixed on the fan hub and not cracked. With proper suspension, the traction motor should tightly (without distortions and gaps) rest with its brackets on the brackets of the bogie frame. The bolts for fastening the traction motors must be cottered, and the adjusting bolts must be screwed all the way into the lower bracket of the motor and secured with a control nut.
Current collectors
It is possible to inspect the current collector only if the car (electric train) is located on a de-energized section. When examining the suspension unit of the pantograph beam, it is convinced that there are no cracks, chips, rotting and delamination of the wood of the beam. Check the condition of the brackets, washers, springs, bolts, platbands.
Make sure that there is no metal dust in the attachment points of the pantograph bar to the box. Check the presence and correct installation of the cotter pins in the castle nuts, the condition of the wire knitting of the beam fastening bolts.
With a thorough external examination, it is necessary to make sure that the parts and mechanism of the pantograph are in good condition, the flexible shunts and the cable coming from it are securely fastened. Touching the cable on the part of the body and the trolley is not allowed.
The movable part of the pantograph must give in to the action of pressing, while there should not be felt excessive friction in the hinges. Check by pressing the inspection hammer the course of the pantograph bar - it should return to the upper position.
The shoe may be used as long as the contact plate is not worn down enough to show through inspection holes. With such wear, the shoe should be replaced with a new one or the contact plate should be welded (fixed).
The pressing of the shoe on the contact rail is checked in various positions. It must be within the limits specified in the technical data of the pantograph. Otherwise, it is necessary to check the correctness and integrity of the springs, as well as the condition of the mechanism and its rubbing parts.
Particular attention must be paid to the fastening of the TP roller!
Check the condition and fastening of the TR-7B pantograph beam, make sure that the fastening is reliable, there are no cracks in the beam and air leaks from the supply hoses (pneumatic cylinder sleeve and pneumatic line), inspect the fastening of the power cable and the place where it enters the conduit, inspect the fastening of the TR to the beam, the fastening of the shunt .
Inspect the condition of the shoe lining, from below, using a mirror, inspect the fastening of the bolts and their pairwise locking with wire.
Check the condition and position of the shoe lock, the integrity of the cotter pins and springs. During maintenance of the car, the axles of the pantographs are lubricated.
Maintenance of pneumatic equipment.
Check the fastening of all undercar pneumatic equipment, air leaks by ear . They inspect the main components and parts of the car: a stall valve, a stall valve sleeve, end valves and automatic coupler sleeves, brake cylinders, motor-compressors, filters, oil collectors, reservoirs, auto mode, air distributor,
After placing the train on the repair stall, it is necessary to drain the condensate from the tanks and oil separators on all cars.
Reservoirs
Inspection of air tanks and draining of condensate is carried out during all types of inspection and repair of rolling stock in accordance with the current technological processes.
Check the condition and fastening of tanks and pipelines suitable for them. Pay attention to the absence of dents, abrasions on the shells, bottoms and welds, the absence of cracks in the clamps, the condition of the drain valves, safety and check valves, the presence of seals.
Maintenance of electrical equipment
When inspecting electrical equipment, check the condition of traction motors and compressor motors. not allowed to operate electric cars, which have a break in two or more bolts of the end shield or cover, weakening of the end shield or violation of its integrity, weakening or damage to the fan.
In cases of protection operation or suspicion of a malfunction, open the collector hatches and check the condition of the collector-brush assembly. The working surface of the collector and the cone must be clean. The collector should have a shiny surface without burrs, scratches, burns, overwork and black stripes from the brushes. The brush holder housings and brackets must be firmly fixed without any signs of loosening. Brackets with insulators with damage to the glaze of more than 20%, cracks or chips, weakening in the reinforcement and other damage, replace, brushes should not have chipped surfaces, broken shunts and wear above normal, replace defective shields. It is not allowed to install brushes of different brands on one motor.
Check the condition of suspension units of traction motors and motor-compressors.
Check the condition of the current collectors, the installation and fastening of the shoes, the wear of the pads, the operation of the current collector, the condition of the insulation and fastening of the power cable. The pantograph shoe must be properly seated on the comb of the shoe holder and securely fastened. When the working part of the shoe lining is worn more than allowable rate- Replace shoe. Jamming in the swivel joints of the pantograph is not allowed. Clearances should not exceed the norm.
Check the condition of the grounding device, replace worn brushes. Suspension of the cable of the grounding device of motors (ZUM) should exclude the possibility of touching the cable on the axle of the wheelset.
Check the condition of the suspension and fastening of electrical boxes, devices: rheostat controller, position switch, brake switch, reverser, relay, damper, start-brake and additional resistors, inductive shunt, electromagnetic and electro-pneumatic contactors, main fuse and main disconnector, thyristor regulator RT 300/300 .
Check fastening of brackets and pipes for wires and cables, receiving coils APC and sensors DS or DSh.
Check the condition and fastening of the car battery boxes.
Maintenance of intracar equipment
Check the operation of locks and door handles; end and side doors for ease of opening and closing and no jamming; fastening of handrails and their brackets; the condition of linoleum, plastic, upholstery of sofas, manhole covers, which should lie tightly and not protrude above the floor; condition of ventilation grilles, windows, guide rollers of sliding doors, schemes and rules, stop valves, door disconnect valves, fire alarm buttons; fastening and operation of doors and locks of automatic guidance and ARS cabinets. Cleaning of rolling stock (saloons and cabins), as well as external washing of bodies, are carried out according to a special schedule, drawn up taking into account the duration of the work of the train on the line and the time of settling.
Checking the operation of electrical equipment
Checking the operation of the car equipment is carried out under the guidance of the master:
when enabled battery, on a de-energized repair stall (under low voltage) and in the presence of high voltage on the car.
Before checking equipment, make sure that:
All low-voltage and high-voltage fuses are supplied
Control circuit breaker included
main switch off
the main and reversible handles of the driver's controller are in the zero position
contacts of the zero relay are closed forcibly
