Methods for assessing the effectiveness of the operation of maintenance and repair services for equipment at an industrial enterprise. Methodology for assessing the economic efficiency of the use of training facilities in training crews of mobile vehicles

STO 70238424.27.100.012-2008

ORGANIZATION STANDARD NP "INVEL"

HEAT AND HYDRAULIC STATIONS

Methods for assessing the quality of repair of power equipment

OKS 03.080.10
03.120

Date of introduction 2008-10-31

Foreword

The fundamentals of ensuring the safe operation and repair of hazardous production facilities, including power plant equipment, the goals and principles of standardization of the relevant norms and requirements are established by Federal Laws of July 21, 1997 N 116-FZ "On industrial safety of hazardous production facilities" and of December 27, 2002 N 184-FZ "On technical regulation".

This fundamental standard of the NP "INVEL" organization establishes general requirements for assessing the quality of repair of the main and auxiliary equipment of thermal and hydraulic power plants. Specific requirements for the quality of repair of each type (type) of equipment are established by separate standards of the organization " Technical conditions equipment overhaul. Norms and Requirements ", the fulfillment of the requirements of which determines the quality of the repair.

Application of this standard, together with other standards of NP "INVEL" will ensure the implementation of mandatory requirements established in the technical regulations for the safety of technical systems, installations and equipment of power plants.

Information about the standard

1. DEVELOPED by Open Joint Stock Company Central Design Bureau Energoremont (OJSC Central Design Bureau Energoremont)

2. INTRODUCED by the Central Commission of RAO "UES of Russia" for technical regulation

3. APPROVED AND PUT INTO EFFECT by the Order of NP "INVEL" dated 01.07.2008 N 12/9

4. REPLACE STO unnumbered (Order of RAO UES of Russia of 23.04.2007 N 275)

1 area of ​​use

1 area of ​​use

This fundamental organization standard:

- is a regulatory document that establishes technical and organizational requirements for assessing the quality of repair and repaired equipment of power plants, aimed at ensuring industrial safety, environmental safety, increasing the reliability and efficiency of operation, as well as determining the methodology that should be applied in this assessment;

- establishes the main provisions, procedure, norms and methods for assessing the quality of repair of the main and auxiliary equipment of thermal and hydraulic power plants;

- intended for use by wholesale, territorial and regional generating companies, operating organizations at thermal and hydraulic power plants, repair and other organizations that carry out repair maintenance of power plant equipment.

2 Normative references

This standard uses normative references to the following standards:

Federal Law "On Technical Regulation" of December 27, 2002 N 184-FZ

GOST R 1.4-2004 Standardization in Russian Federation... Organization standards. General Provisions

GOST R 1.5-2004 Standardization in the Russian Federation. National standards of the Russian Federation. Rules for construction, presentation, design and designation

GOST 1.5-2001 Interstate Standardization System. Interstate standards, rules and recommendations for the interstate standardization system. General requirements to the construction, presentation, design, content and designation

GOST 2.102-68 Unified system for design documentation. Types and completeness of design documents

GOST 2.601-95 * Unified system for design documentation. Operational documents
________________
* The document is not valid on the territory of the Russian Federation. GOST 2.601-2006 is in effect, hereinafter in the text. - Note from the manufacturer of the database.

GOST 2.602-95 Unified system for design documentation. Repair documents

STO 70238424.27.010.001-2008 Electricity. Terms and Definitions

STO 70238424.27.140.001-2008 * Hydroelectric power plants. Methods for assessing the technical condition of the main equipment.
________________
* The document is not valid. STO 70238424.27.140.001-2011 operates, hereinafter in the text. - Note from the manufacturer of the database
.

3 Terms, definitions, symbols and abbreviations

3.1 Terms and definitions

This standard uses terms and definitions in accordance with STO 70238424.27.010.001-2008, as well as the following terms with the corresponding definitions:

3.1.1 characteristic: Distinctive property. In this context, characteristics are physical (mechanical, electrical, chemical) and functional (performance, power ...);

3.1.2 quality characteristic: An inherent characteristic of a product, process or system resulting from requirements;

3.1.3 regulatory and technical documentation; NTD: Documents establishing requirements;

3.1.4 quality of the repaired equipment: The degree of compliance of the set of quality characteristics inherent in the equipment, obtained as a result of its repair, with the requirements established in the normative and technical documentation;

3.1.5 quality of equipment repair: The degree of fulfillment of the requirements established in the normative and technical documentation when implementing a set of operations to restore the serviceability or operability of equipment and restore the resource of equipment or its component parts;

3.1.6 equipment repair quality assessment: Determination of the degree of conformity of the results obtained during the examination, flaw detection, control and testing after the elimination of defects, the quality characteristics of the equipment established in the normative and technical documentation;

3.1.7 methodology for assessing the quality of equipment repair: A document establishing the requirements for the application of a set of methods for inspection, flaw detection, control, equipment testing and for the determination of characteristics;

3.1.8 technical conditions for overhaul: A normative document containing requirements for defect detection of a product and its component parts, repair methods for eliminating defects, technical requirements, values ​​of indicators and quality standards that a product must meet after overhaul, requirements for control and testing during repair and after repair.

3.2 Symbols and abbreviations

In this standard, the following symbols and abbreviations are used:

4 Key points

4.1 The Federal Law "On Technical Regulation" defines the safety of products, production processes, operation, storage, transportation, sale and disposal as a state in which there is no unacceptable risk associated with causing harm to the life or health of citizens, property of individuals or legal entities, state or municipal property, environment, life or health of animals and plants.

In accordance with the Federal Law of 21.07.97 N 116-FZ "On industrial safety of hazardous production facilities" separate workshops, sites and production sites of power plants are identified as hazardous production facilities that pose a threat to the health and life of plant personnel, the population and the environment. The Law classifies the types of activities in the field of industrial safety as maintenance and repair of equipment and technical devices used at hazardous production facilities identified in established order as part of power plants.

4.2 During the operation of power plant equipment, its technical condition changes, which determines a decrease in reliability, efficiency of use and the likelihood of deterioration of industrial, environmental and other types of safety. The restoration of the quality of equipment is carried out within the framework of the system of maintenance and repair of equipment of power plants.

The main purpose of the functioning of the system operating at power plants is Maintenance and repair of power plant equipment is the performance of maintenance and repair and ensuring the required level of quality of the repaired equipment to ensure the safe operation of the power plant, the reliability of the repaired equipment, maintaining stable operational characteristics of the equipment and its efficiency during the service life within the limits of safety, reliability and efficiency.

4.3 Control and assessment of the quality of repairs are a prerequisite ensuring the required level of quality of the repaired equipment of power plants.

Assessment of the quality of repair of power plant equipment is carried out:

- in terms of quality indicators of the repaired equipment;

- according to the degree of fulfillment of the requirements of normative and technical documentation for repairs to components, assemblies, parts and equipment in general during the repair process, which determine the quality of the repaired equipment.

4.4 This standard has developed a methodology for assessing the quality of repairs for various types of power plant equipment, which is based on a unified methodology, according to which the methodology for assessing the quality of repairs for a specific type (type) of power plant equipment includes two components:



- methods for assessing the fulfillment of the requirements of normative and technical documentation for repairs to components, assemblies, parts and equipment in general during the repair process to restore the physical and functional properties of the equipment.

4.5 The main regulatory documents that establish quality indicators of repaired equipment and the requirements of regulatory and technical documentation for repairs to components, assemblies, parts and equipment as a whole in the process of repair are the organization standards of the group "Technical conditions for overhaul. Norms and requirements" (hereinafter - technical conditions for overhaul), corresponding to the type and type of equipment of the power plant.

4.6 When accepting equipment from repair, an assessment of the quality of repair should be carried out, containing:

- assessment of the quality of the repaired equipment;

- assessment of the quality of completed renovation works.

In determining these estimates, the results of meeting the requirements of the technical conditions for the repair of equipment should be taken into account.

5 General requirements for assessing the quality of repair

5.1 Assessment of the quality of repaired equipment

5.1.1 Assessment of the quality of repaired equipment characterizes the technical condition of the equipment after repair and its compliance with the requirements of regulatory and technical documentation.

The normative and technical documentation, in accordance with which the quality of repair is assessed, includes: Rules for the technical operation of power plants and networks of the Russian Federation, standards "Technical conditions for overhaul", regulatory and design documentation of equipment manufacturers.

Repaired equipment can be assigned one of the following quality ratings:

- meets the requirements of NTD;

- complies with the requirements of NTD with restrictions;

- does not meet the requirements of NTD.

5.1.2 The assessment "complies with the requirements of NTD" is established if all defects identified as a result of the control of the components of the equipment have been eliminated; NTD requirements that determine the quality of equipment have been met; acceptance tests showed that the start-up, loading and operation of the equipment in different modes comply with the requirements of the standards (instructions) for operation; the values ​​of the quality indicators of the repaired equipment are at the standard level.

5.1.3 The assessment "complies with the requirements of standard technical documentation with restriction" is established if:

- some of the NTD requirements for the repaired equipment have not been met;

- some defects with which the equipment can temporarily work have not been eliminated;

- there are comments on the operation of the equipment in different modes;

- the values ​​of individual quality indicators do not correspond to the standard level, but further operation in accordance with the requirements of the NTD is possible, and the acceptance committee decides on the temporary operation of the equipment.

5.1.4 Equipment repaired with an assessment "complies with the requirements of technical documentation with a restriction" is allowed for operation with a limited period of further use, while an action plan to eliminate the identified deficiencies must be developed and the deadlines for its implementation must be established.

5.1.5 If, during the period of controlled operation, it is established that defects have arisen on the equipment that can lead to emergency consequences, or the operation of the equipment in any modes is characterized by a deviation from the permissible parameters and further operation is impossible, and elimination of defects requires taking out for repair at five or more days, then the equipment must be taken out of service and the rating "does not meet the requirements of NTD" is assigned to it. After the repair, in order to eliminate defects, the equipment is re-accepted from repair, controlled operation and a new quality assessment of the repaired equipment is established.

5.1.6 A quality assessment is established for each type of refurbished equipment.

The quality assessment of a repaired installation is usually established by assessing the quality of the main equipment, taking into account the quality assessments established auxiliary equipment, which is a part of the installation, which can limit the power, efficiency and reliability of the installation as a whole in the course of subsequent operation.

5.2 Assessment of the quality of the performed repairs

5.2.1 Assessment of the quality of the repair work performed characterizes the organizational and technical activities of each of the organizations involved in the repair.

One of the following assessments can be established for the organization for the quality of the repair work performed by it:

- perfect;

- Good;

- satisfactory;

- unsatisfactory.

5.2.2 Assessment of the quality of the repair work performed is established by each organization within the scope of the equipment repair performed by it, taking into account the fulfillment of the basic and additional requirements by this organization.

The main requirements are:

- fulfillment of the agreed list of planned repair works, updated based on the results of fault detection;

- Fulfillment of NTD requirements for the repair of equipment and its components;

- lack of quality assessments of the repaired equipment "does not meet the requirements of NTD" or "complies with the requirements of NTD with restriction" through the fault of the repair contractor;

- the absence of equipment shutdowns during the period of controlled operation due to the fault of the repair contractor, except for the need for one shutdown of the boiler or the boiler body for up to three days to eliminate defects in welding pipe joints that emerged during the period of controlled operation, as well as with the exception of the need for shutdowns provided for during the period controlled operation for monitoring the condition of repaired critical components, for adjusting and adjusting, including vibration, for balancing the shaft line of the turbine unit in its own bearings.

Additional requirements include:

- availability of the necessary set of repair documentation;

- the use of the necessary technological equipment, devices and tools provided for by the technological documentation, and the compliance of their parameters with the passport data;

- compliance of the performed technological operations, including control ones, with the requirements of technological documentation;

- Carrying out incoming control of materials and spare parts used during the repair;

- availability of a complete set of executive and reporting documentation for the repair.

5.2.3 The mark "excellent" is established when all basic and additional requirements are met.

The mark "good" is established when all basic and partial fulfillment (at least 50%) of additional requirements are met.

The grade "satisfactory" is established when all basic and partial fulfillment (less than 50%) of additional requirements are met.

An “unsatisfactory” grade is established when one or more of the basic requirements are not met.

5.2.4 Repaired equipment can have a quality assessment - "meets the requirements of technical documentation with restrictions" for the following reasons, not related to the quality of the activities of repair organizations:

- a decrease in power associated with the combustion of non-design fuels and fuel of deteriorated quality, restrictions on draft and blast, restrictions on circulating cooling water of turbine condensers;

- lack of necessary spare parts and materials;

- the presence of structural defects, the consequences of accidents and the impossibility of performing the required amount of work;

- other reasons not related to the quality of the repair organization.

In such cases, the assessment of the quality of the repaired equipment - "complies with the requirements of technical documentation with restrictions" does not affect the assessment of the quality of the repair work performed by the repair organization.

5.3 Procedure for assessing the quality of repair

5.3.1 Assessment of the quality of equipment repair is carried out during the repair process and upon acceptance of equipment from repair.

5.3.2 The order and procedure for monitoring and assessing the quality of the repaired equipment and the quality of the repair work performed is presented in Table 1.


Table 1 - Procedure and procedure for monitoring and assessing the quality of repair

The table shows the stages of assessing the quality of repairs in their technological sequence, a list of work performed at each stage, the performers and the documentation drawn up at the same time.

5.3.3 A schematic diagram of quality assessment is shown in Figure 1.

Figure 1 - Schematic diagram of the assessment of the quality of repair

Figure 1 - Schematic diagram of the assessment of the quality of repair

6 General requirements for methods for assessing the quality of repair of equipment in power plants

6.1 The methodology for assessing the quality of repairs for various types (types) of power plant equipment is based on a unified methodology, according to which the assessment of the quality of repairs for a specific type (type) of power plant equipment includes two components:

- methods for comparing quality indicators of repaired equipment;

- Methods for assessing the fulfillment of NTD requirements during equipment repair.

The block diagram of the methodology for assessing the quality of repair is shown in Figure 2.
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To manage the quality of repair and maintenance processes at enterprises, complex system quality management, expressed in the unity of technical, organizational, economic and social measures.

Technical measures include the improvement of technological preparation, as well as repair production, all types of quality control of the repair and restoration of fixed assets, adherence to standards.

Economic measures should be aimed, first of all, at assessing the economic efficiency of methods for improving the quality of repair and maintenance, the use of various progressive forms of remuneration, the development of the creative activity of production workers, and the improvement of forms of labor organization at the sites.

The number of social measures should include the improvement of production qualifications, improvement of labor protection, strengthening of labor discipline.

Organizational measures include improving the structure and organization of repair and maintenance processes.

The most important from the point of view of quality assurance are activities aimed at improving the organization and strengthening the control of repair and maintenance processes.

To ensure the quality of repairs and maintenance, it is important to have a correct organization that meets local requirements.

Repair and maintenance work is carried out by specially trained personnel. Repair contractors must be certified and have qualification group not lower than the third in knowledge of the rules of operation and safety. Workers of repair shops should be provided with schedules of inspections and checks carried out as part of repairs and maintenance, instructions for repair and maintenance, and inspection logs.

One of the main and effective forms of control over the quality of repairs and maintenance is daily analysis records of operational logs and inspection logs by the head, deputy head of the shop or senior foreman.

It is advisable to establish a strict procedure in which these persons should begin their working day by walking around the operational and maintenance areas, reviewing the relevant logs, records and messages. The measures taken should be recorded in the logs and maps. This procedure ensures prompt elimination of noticed malfunctions, prevention of failures, accidents and defects in equipment operation.

At most industrial enterprises, when the equipment and machines are handed over for repair, the repair service draws up a defect list, in which the malfunctions and defects that must be eliminated during repair are consistently entered. The nomenclature and level of these problems are identified and determined most often based on personal experience and the intuition of the compiler of this statement. Further, upon completion of the repair and putting the equipment into operation, the elimination of these defects is checked and the quality of the repair is assessed.

The most important form of work aimed at establishing the quality of repair is the control of equipment for the so-called technological accuracy after repair. This applies most often to the main technological equipment enterprises. But the principles and techniques of such a check can be (and apply) to all groups of fixed assets. The composition of such an audit simultaneously includes a number of the following control operations:

1. Verification overall quality repair. Here, those parameters are controlled, the assessment of which can be determined visually. This is the correctness of the pairing of all units and parts, the completeness, the presence of various indicative inscriptions, tables, operating modes, diagrams, safety and interlocking devices, devices, safety fences, appearance.

2. Checking and evaluating the operation of the equipment at idle and under load. It checks the correctness and reliability of the equipment in general, the action of all controls, protection systems, lubrication.

3. Checking and assessing the rigidity, vibration, noise and other parameters of the equipment in accordance with the established regulatory documents (if any). For some equipment, they can be indicators of the technical condition and quality of equipment repair.

4. Checking for technological accuracy or checking basic technical parameters for compliance with passport data. They can be produced according to all the main parameters of the corresponding equipment with the use of instrumentation.

In addition to these checks, when assessing the quality of repair of fixed assets, test work is usually carried out in accordance with various rules of technical operation and safety measures. Sometimes at enterprises, work is carried out on the analysis of equipment downtime, accounting and analysis of accidents and rejects. For some equipment, there are clearly established volumes and test standards that can be attributed to one or another type of repair.

The listed control operations and measures are an effective tool aimed at managing the quality of repairs. But at the same time, they do not reflect all aspects of the quality of the repair, which would be based on the principle of "measurement - comparison - evaluation". Therefore, some general indicators and methodology are needed to assess the results of maintenance and repair of fixed assets. When establishing such general indicators, in addition to the rules of technical operation and safety rules, the applicable regulations, such as GOST 2.602 - 68, GOST 20831 - 75. At the same time, the recommended GOST 2.602 - 68 - rules for drawing up and maintaining repair documents, can serve as a basis for determining and establishing indicators and developing a methodology for assessing the quality of repair work by repair services. GOST 20831 - 75 applies to assessing the quality of repaired products machine-building plant... But some provisions of this standard can be taken into account when establishing techniques and methods for assessing the quality of repair of fixed assets at all enterprises.

Thus, the assessment of the effectiveness of repair work can be made on the basis of the quality indicators of these fixed assets, according to the factors characterizing the repair and determining the quality of the repaired fixed assets, as well as according to the indicators of defectiveness of the repaired products.

However, the analysis of these methods, as well as the essence of efficiency assessment within the framework of the implementation of the process approach at the enterprise, lead to an awareness of the need for continuous improvement, the search for specific indicators and methods for assessing the quality of repair and maintenance of fixed assets for the continuous improvement of the organization of such processes.

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Don State Technical University

Features of assessing the effectiveness of the activity of mobile auto repair shops when servicing automotive equipment

A.I. Shortly

A.A. Kotesov,

M.F. Detler,

A.V. Krivorotov,

A.Yu. Parubets

annotation

The features of the activity of mobile auto repair shops are considered. Mathematical models for determining indicators are proposed, taking into account the randomness of the arrival of service requests and the duration of the services themselves.

Currently, maintenance and repair of automotive equipment is carried out at stationary services and mobile auto repair shops (PARM). PARM are used for preventive, repair and emergency work on highways, in the army, in agriculture, at large mining and oil enterprises. The efficiency of PARM work is determined by its strategy and territorial distribution of consumers. A comparative assessment of the effectiveness of the PARM can be made using the generalized criterion

where Pki is a complex indicator for the i-th estimated parameter, Kvi is the weight coefficient of the i-th complex indicator (determined by the Delphi method, by the method “ brainstorming», Etc.), i = 1,2,3, ..., n is the number of estimated parameters. The complex indicator for the i-th assessed parameter of the enterprise is determined by the formula

workshop service automotive mobile

where Kj is a single indicator characterizing the state of the j-th factor influencing the complex indicator of the parameter being assessed (for all components of the assessed parameters Kj = 0 ... 1); Квj - coefficient of weighting of the j-th factor; j --1,2,3 ... n is the number of factors influencing the estimated parameter.

Most researchers propose to include as mandatory assessed parameters: The volume and range of services (works) provided; technical equipment of PARM and its staffing, equipment and the possibility of implementation technical control, environmental safety, economic requirements. At the same time, the assessment of some single indicators for the PARM has a number of peculiarities, consisting in the randomness of the moments of receipt of requests for service, the duration of the services themselves and the territorial location of service consumers. To assess such indicators, we use the apparatus of Markov random processes. Figure 1 shows the simplest labeled system state graph

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Rice. 1 System state graph

where S1 is the working state (work performed); S2 - transport condition (moving to the place of maintenance and repair, point of deployment, etc.); S3-inoperative state of the PARM (point of placement); -probability densities of the PARM transition from the state Si to the state Sj; Рi-probability of the PARM state at time ti. Having data on the probability density of transitions, we calculate the probabilities of all states of the system at different times. Kolmogorov's system of equations for a labeled state graph takes the form:

Let us find the final probabilities characterizing the average residence time of the PARM in the corresponding states, equating the left-hand sides of the equations to zero and using the relations Р1 + Р2 + Р3 = 1, we obtain:

Cyclic Markov processes can be used to analyze the operation of vehicles (Fig. 2). In this case, the car can be serviceable and work (S1), wait for repair (S2), be repaired (S3), wait for work after repair (S4) and work again (S1). For limiting probabilities dP / dt = 0

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Rice. 2 Scheme of a Markov cyclic process

Assuming the process to be Poisson, we find the transition probability densities by relating them to the average residence time of the PARM in a certain state Si:

Where did they come from general view, (5)

Taking into account (4) and (5)

Let us determine the average residence time of the PARM in the corresponding states for several points of technical actions. For a constant speed of movement, we have:

where Li is the distance between the points of technical impacts and the location (dislocation of the PARM); n-number of territorial requirements for technical impact; n + 1 is the number of transport states of the PARM, taking into account the return to the base. The total operating time of the PARM during the shift is equal to:

where tРi is the time of technical impacts on i-th section; tнv is the normative labor intensity of the j-th impact (TBj) equal to the reciprocal of the hourly productivity of the PARM, m is the number of types of technical influences. The duration of the technical impact for a specific requirement is a random variable influenced by many factors. In a number of works, these factors are proposed to be taken into account using various coefficients

where? j is the complexity of the j-th technical impact; Кмj - coefficient taking into account the level of mechanization of work under the j-th impact; CD-coefficient, which takes into account the reliability of information during diagnostics; KPRj - coefficient taking into account the loss of working time due to organizational reasons at the j-th impact; Tcm - duration of the shift; C is the number of shifts; Рj-the average number of simultaneously working at the post under the j-th impact; Кптj- coefficient taking into account the complexity of the work and the qualifications of workers.

The time spent at the point of deployment can be determined by the dependence:

where determines the form of work of the PARM (rotational method, or with a daily return to the point of deployment after completion of work).

Taking into account expressions (3), (6) - (9), we determine the probability of finding the PARM in work at the first point

The probability of finding a PARM on the way:

The probability of finding a PARM at the point of deployment:

Consider an example: three points received requests for technical maintenance of equipment with a volume of impacts: on the first one - one TO-3 (18 hours), on the second and third to 2 TO-3, the points are located at distances of 30 and 50 km, respectively, the distance from the place dislocation of PARM to the first point 35 km, to the last 45 km. The duration of the shift is 16 hours. PARM works on a rotational basis 6 days. The average vehicle speed is 60 km / h.

Using dependencies 7,8,10 we find:,

The probability of finding the PARM in working order at the first point

On the second and third points

The total probability of finding the PARM in working condition, the performance indicators of the PARM depend on the size of the flow of requirements and its variations, on the productivity of its service facilities components. For the simplest flow of failures, the probability of a certain number of requirements can be calculated from the dependence

where is the average number of failures occurring during time t, is the parameter of the flow of failures. In real working conditions, PARM is usually taken equal to 1 (1 hour, 1 shift, 1 week, etc.). The randomness of the flow of requirements and the duration of their fulfillment lead to the costs of functioning of the entire system. These costs can be set by the functionality:

where C1 is the cost of a car idle in the queue, is the average length of the queue, C2 is the cost of idle PARM, n is the number of idle PARM, is the parameter of the flow of requests, is the intensity of service. It is required to organize the work of the PARM in such a way that Нu = min.

Literature

Vishnevetskiy Yu. T. Technical operation, maintenance and repair of automobiles. - M .: Dashkov and K, 2006 .-- 380 p.

Vlasov V.M. Car maintenance and repair. - M .: "Academy", 2003. - 480 p.

Vasiliev V.I., Zharov, S.P. Improving the methodology for adjusting the standards for managing the operation of rolling stock of regional road transport enterprises transport systems. // Contemporary problems science and education. 2012. No. 6. with. 7-9.

Detler M.F., Krivorotov A.V., Nedoluzhko A.I., Parubets A.Yu. On the issue of applying the standards of the planned preventive maintenance and repair system to modern cars // Engineering Bulletin of the Don, 2017, No. 2 URL: ivdon.ru/ru/magazine/archive/N2y2017/4131

Kuznetsov E.S., Boldin A.P., Vlasov V.M. et al. Technical operation of cars. - M .: Nauka, 2001 .-- 535 p.

Bazanov A.V., Bauer V.I., Kozin E.S. Determination of the need for mobile means to ensure the operability of automotive equipment during the repair of main oil pipelines // Scientific and technical bulletin of the Volga region (Kazan), 2012, No. 3. c. 50-53

Klyuchnikova, O. V., Tsybulskaya, A. A., Shapovalova A. G. Principles of choosing the type and number of construction machines for the complex production of work // Engineering Bulletin of Don, 2013, No. 4 URL: ivdon. ru / ru / magazine / archive / n4y2013 / 2064.

Louit, D., Pascual, R. and Banjevic, D. Optimal Interval for Major Maintenance Actions in Electricity Distribution Networks // Electrical Power and Energy Systems. 2009. No. 31. pp. 396-401.

Samuel Karlin. A First Course in Stochastic Processes, 1968, p. 557

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As D.P. Giants, efficiency of use vehicle may depend and be determined, on the one hand, by the perfection of its design and compliance with the operating conditions - transport, road and climatic, on the other hand, it depends on the organization of transportation; the duration of the daily time in the order, the number of days of work per year, the rational organization of transportation routes, the mechanization of loading and unloading operations,

The experience of assessing the work of the rolling stock of road transport shows that the "ton-kilometer" indicator has serious drawbacks. Natural tonne-kilometers, which determine the volume of transport work, are the product of weight and distance traveled. Therefore, each ton-kilometer separately characterizes one unit of work performed, regardless of the nature and conditions of transportation and labor costs for their implementation. Because the by car a wide variety of transportations are performed, differing both in the nature of the cargo transported, and in the distance of transportation, and in their quality, then in specific conditions of transportation per unit of work, expressed by one ton-kilometer, there can be a very different amount of labor costs. The natural ton-kilometer does not characterize the usefulness and consumer value of the work performed, as well as the amount of labor costs socially necessary for the production of work, does not establish a connection between the transportation process and the national economy.

The indicator for assessing the efficiency of the transport process "ton" also has disadvantages. It only determines the amount of the transported cargo and does not characterize the economic costs associated with its movement. And society is interested not only in ensuring that the cargo is transported, but also in ensuring that transportation costs are as low as possible. The profitability calculated as the ratio of profit to production assets... Experience shows that profit in road transport is not an objective factor in assessing the activities of a motor transport company, the efficiency of using various types of rolling stock. Profit depends not only on technical and operational and economic indicators the work of a trucking company, but also from tariffs for the carriage of goods. The tariffs on the basis of which the company's revenues are added are not entirely perfect and may put some enterprises in more favorable conditions than others.

The cost of rolling stock is not proportional to its carrying capacity. Road transport enterprises with different rolling stock will be in unequal economic conditions, i.e. will have different specific gravity profit per ruble of productive assets with the same income. Therefore, profitability, defined as the ratio of profit to production assets of a trucking company, does not objectively reflect the efficiency of the transportation process.

In the face of modern division social labor the efficiency of road transport consists of the following components: the degree of satisfaction of the needs of the serviced enterprise in the transport of goods, the efficiency of using the rolling stock of road transport and the efficiency of using loading and unloading and other means. Therefore, the efficiency indicator should combine the efficiency of the functioning of the transport team and the influence of the transportation of goods on the activities of the enterprises served.

Efficiency is a socio-economic category that characterizes objective causal relationships or quantitative relationships between costs and results. There is a difference between the concepts of "production effect" and "production efficiency". The effect of production is its result. Production efficiency is not the result itself, but its relation to costs, that is, efficiency is the ratio of the beneficial effect (result) to the costs of obtaining it. Evaluation of the effectiveness of such a complex system as the transport process, which changes depending on changes in the external and internal conditions of the organization of transportation, should include a set of many properties and indicators of individual links and components of the transport complex organized for the carriage of goods. The indicator of the efficiency of the transportation process, on the one hand, should characterize the volume of transportation performed, and on the other hand, the consistency of the transportation performed with the satisfaction of the needs of the serviced enterprises, with the stability and proportionality of the functioning of the links of the transport complex. The complexity of the assessment lies in the fact that road transport carries a wide variety of goods and rolling stock operates in a wide variety of conditions. The problem lies in finding a specific form of interconnected summation of the quantitative and qualitative functioning of individual links and components of the transport complex.

Currently, cost or labor costs can be comparable indicators of the functioning of various components of the transport complex. At the current level of economic development, cost costs are used to determine the efficiency of production processes. In the current and proposed methods for determining economic efficiency, it is recommended to take into account: the time factor; integral economic effect; economic efficiency of using new technology; assessment of the effectiveness of measures to improve environmental management; external economic, social, environmental factors and factors of uncertainty; accounting for a spillover effect (which may manifest itself in industries or areas that are not directly related to those in which this event is held); formation of a system of payments for various forks of the resources used.

Currently, it is generally accepted that a reduction in the time of transportation leads to a decrease in the volume of freight mass on the way, and, as a consequence, to a reduction in working capital. This statement is true only for consumer goods, the traffic volume of which is about 3%. For the sphere of production, in which 96% of the volume of traffic is carried out, it is not the speed of transportation that is characteristic, but the time of delivery of the goods. In this area, an increase in the speed of rolling stock, and, consequently, a decrease in the delivery time can even lead to undesirable consequences - the need for warehousing at the recipient, storage of goods and additional costs caused by this. Therefore, when measuring the efficiency of the transportation process, all these factors must be taken into account.

As a rule, transport complexes are organized for a short time, usually for a year. This is due to the fact that every year there is a redistribution of the assignment of suppliers of products to consumers, as well as the clarification and change in the volume of cargo transportation. In addition, a significant part of the carriage of goods by road is seasonal. Therefore, an assessment of the efficiency of the performed transportations must be made for the entire planning period(year or season) for which the technological project transportation of goods.

Evaluation of the efficiency of the functioning of transport complexes does not affect long-term economic standards. When determining the national economic costs associated with the implementation of the transportation process, it is necessary to take into account the technical and economic indicators of the rolling stock used (carrying capacity, technical speed, use of rolling stock, idle time for loading and unloading operations, etc.), transportation distance, costs associated with the implementation loading and unloading operations, with damage and loss of cargo, in violation of the delivery time of the cargo, and others.

In our case, the criterion for the efficiency of the transportation process will be the cost of transportation. Due to the fact that our proposals will only directly affect the process of centralized delivery of goods, the economic effect from the introduction of new technologies will be measured simply as the difference in the cost of transportation on existing routes and on the projected ones:

E = C pr - C noun, (16)

where E is the economic effect from the introduction of new technologies;

C pr - the cost of transportation on the projected routes;

С noun - the cost of transportation on existing routes.

In turn, the cost of transportation is determined as the sum:

C = C at + C cm + C then, p + C ash + C amo + C from + C nr, (17)

where C at is the cost of motor fuel;

C cm - the cost of oils and lubricants;

C then, p is the cost of maintenance and repair;

S ash - the cost of restoring wear and tear and repairing tires;

С AMO - depreciation deductions for the restoration of rolling stock;

C from - wage fund;

С Нр - overhead costs.

Let us now consider each of these indicators:

1. Costs for automobile fuel:

C at = (L total * R) / 100 * C t (18)

where L total is the total mileage per day, km;

Р - fuel consumption per 100 km of run, l;

Ts t - the price of one liter of fuel.

2. Costs for oils and lubricants - determined at the rate of 10% of fuel costs:

C cm = 0.1 * C at (19)

3. Costs of maintenance and repair of vehicles operating on the route:

C then, p = 0.001 * (H zp + H zch + H mat) * L total * A e, (20)

N zp - the rate of costs for maintenance and repair in part wages repair workers equal to 1051 rubles per 1000 km of run;

Н зч - consumption rate for spare parts, equal to 589 rubles per 1000 km of run;

H mat - the rate of costs for materials, equal to 10% of the rate of consumption for spare parts;

And e - the number of cars in service.

4. Costs for restoration of wear and tear and repair of tires:

S ash = L total * A e * (N w * Ts w / L w), (21)

where N w - the number of tires of the vehicle;

Ts w - the price of a car tire, rubles;

L w - power reserve of the car tire

5. Depreciation deductions for the restoration of rolling stock:

S amo = Ts b * N am * L total / 100 (22)

where Ts b - the book value of the car;

N am - depreciation rate equal to 0.3% of the car's book value;

6. Wage fund:

Piecework wages of drivers:

ZP sd = Q month * T * K prem * K inf, (23)

where Q month is the volume of product delivery per month;

T is the piece-rate tariff rate;

K premium - the premium coefficient;

K inf is the inflation rate.

Bonus payroll premiums are determined at the rate of 57% of the piecework wages of drivers:

Payoff prem = 0, 57 * ЗПс d (24)

The salary for unworked time (vacation, days off) is set at 9.5% of the payroll premium:

Salary extra = 0.095 * payroll premium (25)

The total salary of drivers is determined:

Salary total = salary sd + salary extra + payroll premium (26)

Social security and pension contributions account for 37% of the total driver's salary:

OTCH social = 0, 37 * salary total, (27)

The wage fund on the route is determined:

Payroll = salary total + OTCH social. (28)

7. Overhead costs are up to 40% of drivers' salaries:

C nr = 0.4 * ZP total (29)

Thus, as a result of studying various methods for optimizing transportation during the transportation of goods, the following conclusions can be drawn:

1. The performance of the car is significantly influenced by such technical and operational indicators as the utilization rate of the carrying capacity, the utilization rate of the mileage, the technical speed of the vehicle, the idle time for loading (unloading) and others. So, for example, the value of a car's performance will be the greater, the greater the utilization rate of the mileage and the higher the technical speed. The increase in the length of the ride with the load and the idle time of the rolling stock under loading and unloading leads to a decrease in productivity. The degree of influence of the use of mileage becomes especially significant when the vehicle is moving with high speeds, increasing lifting capacity and reducing downtime under loading and unloading operations. At low values ​​of the technical speed, its change will have a much greater effect on the change in the performance of the car than at high ones. With an increase in idle time for loading and unloading, productivity will decrease, and approaching zero, and the degree of influence of time for loading and unloading on productivity will be the less than more value idle time of the car.

2. One of the main directions of reducing the costs of the transport process is the optimal choice of the mode of transport. There are several methods for choosing the type of vehicle. The simplest and most effective method is comparative analysis by a generalized indicator, the essence of which is as follows:

First, a set of indicators is determined by which it is supposed to evaluate the rolling stock;

For each indicator, the best value of all options is selected and taken as a unit, the remaining values ​​are represented by relative values ​​that will reflect the degree of deterioration of the value of this indicator in comparison with the best;

The considered indicators have a different influence (weight) in the formation of a generalized criterion, therefore, an additional column "rank" is introduced and the indicators are arranged in terms of importance from 1 to 10 places;

Then each relative value of indicators is divided by its rank and added up by columns;

The resulting value is the value of the total coefficient, which is taken as a generalized indicator;

The highest value of the total indicator corresponds to the best option.

3. One of the most important tasks in the delivery of goods is the preparation of routes for the movement of rolling stock. Of the whole set of methods for solving routing problems, we are interested in the method of "benefit" functions and the method of sums - the "traveling salesman problem". The “benefit” function method is based on the concept of the effect (benefit) that results from combining two pendulum routes into one circular route. Some routes can be combined, according to the amount of "benefit", into larger routes. If, at the same time, for possible mergers, routes are used, the value of the "benefit" on which is of the greatest importance, then one can expect that the obtained solution will be close to the optimal one and the costs associated with transportation will be minimal.

The decision ends when further route aggregation becomes impossible. This can be for two reasons: either there is not a single positive value of the benefit left (that is, it is unprofitable to combine), or the car's capacity is exceeded during the combination.

4. When implemented in manufacturing process new technologies, it is necessary to assess the effectiveness of innovations. Currently, several indicators are used to measure the efficiency of rolling stock use: profit, profitability, rolling stock productivity in tons and ton-kilometers, specific rolling stock productivity, etc. The most accessible and convenient criterion for assessing the efficiency of transportation is the cost of transportation. Due to the fact that our proposals will only directly affect the process of delivery of goods, the economic effect from the introduction of new technologies will be measured simply as the difference in the cost of transportation on existing routes and on the projected ones.

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