With TR-2, all the work provided for by TR-1 is performed, and additionally they lift the body with rolling out the bogies (for some series of EPS, in the absence of signs of abnormal operation of the body supports, lifting is not necessary); revision of the main, additional and side supports of the body, return and counter-reference devices; a complete inspection of the automatic coupler with disassembling the coupling mechanism and checking parts with templates, removing the spring-friction device and inspecting its chamber in the body frame (or trolley frame); inspection of inter-vehicle joints, auto-braking equipment, hydraulic dampers; steaming of main tanks; intermediate inspection of axle-box roller bearings; inspection of starting resistors; checking all adjustments protective equipment; revision of the cuffs of pneumatic drives of pantographs, group switches and electro-pneumatic contactors; flushing repair of the battery; checking the condition and insulation resistance of low-voltage wires, including inter-body connection wires; checking the insulation resistance of the traction transformer windings; control measuring instruments, including speedometers. They inspect tachogenerators of electric locomotives VL80 S and VL80 1, motor pumps of traction transformers, blower motors and glass heaters.
The inspection of the main controller EKG-8 is carried out with or without removing it from the electric locomotive.
On electric trains with frame-mounted traction motors, the drive couplings are inspected, the gearbox casing is opened, and the axial run of the gear is checked.
During this repair, inspection, inspection and adjustment of those units and parts of the EPS are carried out, the malfunctions of which cannot be eliminated and prevented without disassembling them. They inspect bearing units, restore the insulation of electrical machines, and replace worn tires of wheel sets.
TR-3 is the most complex and labor-intensive of the repairs performed at the depot. During repairs, all connections of the body with the bogies and of the body sections with each other are disconnected. The body is then lifted, the carts are rolled along the stall track, after which the body is lowered onto temporary supports and most of the electrical apparatus, auxiliary machinery and other equipment are removed.
The carts are dismantled and mechanical equipment parts are sent to the appropriate depot workshops. Repairs trolley frames on site or in the trolley department.
All electric cars are being repaired in the electrical machine department, and the devices are being repaired in the electrical equipment department.
After repair, the body is painted in a specially designated room with enhanced ventilation. Description of the technology for repairing eps. chapters 2-5 are devoted to.
During these repairs, such complex work is performed as repairing frames and body trim, changing tires of wheel sets, gears, replacing electrical and air wiring (for KR-2), painting bodies with preliminary cleaning of old paint. Restoration of worn parts is carried out with tighter dimensional tolerances than with TR-3 and TR-2.
These repairs are carried out, as a rule, at factories, but KR-1 can also be performed at a depot if it is equipped with the necessary technological equipment and has highly qualified workers and engineering personnel. These types of repairs also include factory repairs of electrical machines of volumes II and I.
The factories also carry out modernization work aimed at improving the design of rolling stock by reworking individual components and replacing entire units with more advanced and reliable ones.
During this repair, inspection, inspection and adjustment of those units and parts of the EPS are carried out, the malfunctions of which cannot be eliminated and prevented without disassembling them. They inspect bearing units, restore the insulation of electrical machines, and replace worn tires of wheel sets.
TR-3 is the most complex and labor-intensive of the repairs performed at the depot. During repairs, all connections of the body with the bogies and of the body sections with each other are disconnected. The body is then lifted, the carts are rolled along the stall track, after which the body is lowered onto temporary supports and most of the electrical apparatus, auxiliary machinery and other equipment are removed.
The carts are dismantled and mechanical equipment parts are sent to the appropriate depot workshops. Repairs trolley frames on site or in the trolley department.
All electrical machines are repaired in the electrical machine department, and devices are repaired in the electrical equipment department.
After repair, the body is painted in a specially designated room with enhanced ventilation. Description of the technology for repairing eps. Chapters 2-5 are devoted to this.
Calculation of maneuverability indicators of a trailed road train with a three-axle traction vehicle and a three-axle trailer
In Fig. Figure 5 shows a generalized calculation scheme for uniform circular motion trailed road train with a three-axle trailer. The design diagram of a trailed road train contains three links: the traction vehicle, the front axle and the trailer body, connected by cylindrical hinges. Links of the design scheme with...
General information about KamAZ tires
The KamAZ vehicle is equipped with disc wheels, size 178-508 (7.0-20), with a three-component rim, with ISO 4107-79 type fastening. (see fig. Disc wheel). The removable bead ring is held on the rim by a locking split ring placed in the rim groove. Figure 5. Cam car wheels...
Functional diagram and operating principle of starting booster
Description of how the boost works. To carry out supercharging in order to increase the pressure of the intake air, an air duct is connected to the intake manifold through the hole for connecting the electric torch spark plug, supplying compressed air under a pressure of 0.2 MPa from the vehicle’s brake system. To prevent...
If you need to go urgently, and it’s heavy rain, night or blindingly bright sun outside, then most likely this will not stop you. But if you have already decided to travel in such conditions, just understanding the difficulties of the upcoming trip is not enough.
Current repairs of TR-3 include repairs of the crew part and traction electric machines; The wear of their main parts determines when a diesel locomotive is sent for repairs. On average, the need for TR-3 arises every 3 years. During the work, a number of requirements must be met.
Our company carries out TR-3 in a specialized depot in which all the necessary conditions.
First of all, TR-3 includes all the work related to TR-1 and TR-2. The following activities are also carried out at TR-3:
The terms and price of TR-3 are discussed in each specific case individually. First of all, they depend on the model of the diesel locomotive.
Would you like to get a consultation and find out more details? You can contact our employee right now.
In our company you can always take advantage of high-quality services:
The goal of our work is the excellent condition of your equipment. The principle of our work is unconditional adherence to the highest standards.
Basic provisions. During the current repair of TR-1, inspection, repair and revision of the main components are carried out chassis, spring suspension, impact coupling devices, sand equipment, traction motors, auxiliary machines, starting and braking resistors, roof equipment, individual electro-pneumatic and electromagnetic contactors, power units and rheostatic brake control units, batteries, pneumatic equipment, hitchhiking and radio communications.
All detected faults are eliminated. Replace or repair parts that have tolerances and wear exceeding the maximum permissible in operation.
Before placing it in a repair stall, the locomotive crew tests the electric locomotive under voltage; at the same time, they check the operation of auxiliary machines, power and low-voltage circuits, a voltage regulator, the operation of auto brakes, electro-pneumatic brakes, sandboxes, and the presence of excitation current when assembling the electric braking circuit.
All faults are recorded in a log book. technical condition electric locomotive and in the repair book. Before placing the electric locomotive on the repair stall, the running parts are cleaned and blown compressed air. Before repairs begin, the wheelsets of the electric locomotive are hung out.
For each type of equipment the following work is performed.
Frames and joints of trolleys. Inspect the frames, carefully checking for cracks in the joints of the longitudinal beams (sidewalls) and transverse beams and in the places where the body suspension brackets are attached. Inspect the inter-bogie joint, checking the tightness of the bolts, the condition of the guide plates and thrust bars of the cylindrical rods of the return device. Check the tightness of the planting ball joint in guides: the total vertical gap should not exceed 2 mm. They monitor the condition and fastening of the dirt-proof bellows and casing, and the fastening of oil supply pipes. Lubricate all rubbing surfaces of the intercarriage joint.
Wheel pairs. For each TR-1, all wheel sets are inspected, making sure to rotate them 360 degrees during inspection." When inspecting wheel sets, the following is checked:
on the bandages - are there any cracks, chips, cavities, caps, potholes, sliders, dents and crushed places, loosening of the bandages on the center rim (by hitting with a hammer), shifting (according to the control marks on the bandage and the center rim), maximum rolling of the bandages, undercut and pointed rolling of ridges, loosening of bandage rings;
on wheel centers - are there any cracks in the hubs, spokes and rims, signs of weakening or shifting of the hubs on the axle;
on the axles - are there any transverse or longitudinal cracks, caps, worn spots or other defects on the open parts of the axle.
Measure the interband distance: it should be 1440+3 mm. Wheel sets must fully meet the requirements of the Instructions for the inspection, formation and repair of locomotive wheel sets, as well as tolerance and wear standards.
Gear transmission and cardan drive. On each TR-1, the operation of support bearings, gear bearings and gearing is monitored. Inspect the gear housing, check the tightness of the connection between the upper and lower parts of the housing, make sure that there are no cracks in the housing and that the air breather is working properly.
Lubricant is taken from the gearbox for laboratory analysis, if the analysis results are unsatisfactory, change the lubricant, add lubricant to the gear housing to the control marks. Check the tightness, integrity of parts and grease fittings of external cardan couplings of traction engines.
Add grease to the support bearings, small gear bearings and needle bearings of the outer cardan coupling in accordance with the lubrication chart.
Axle box unit. Inspect the covers of all axle boxes, check the tight fit, integrity and reliability of fastening of the axle box studs. Check the condition of the silent blocks of the axle box guides, protective covers, insulating bushings. Eliminate oil leaks from glasses, in winter period operation, remove condensate, add oil to the control mark. At each TR-1, axle-box grounding devices are inspected.
Spring suspension. Check the cheeks of the primary suspension springs with an ultrasonic flaw detector. Inspect the primary and secondary spring suspension, balancers, spring suspensions. Leaf springs that have cracks, breaks in the clamp or sheets, shift of the sheets or weakening of the clamp are replaced. Cylindrical springs with cracks or kinks in the coils, and also if there is no gap between the turns, also replace them. Check the condition of the bathtubs, side supports, leads, protective covers secondary spring suspension baths; determine the oil level in the baths, add oil to the control marks. Lubricant is pressed into the rubbing parts of the spring suspension.
Brake lever transmission. Inspect the brake lever transmission, check the condition and fastening of safety brackets, cables, brake shoes and pads. Brake pads less than 20 mm thick are replaced. Check the presence of cotter pins and washers on the rollers.
They audit everyone automatic regulators brake cylinder rod exits: rod exits should be within the range of 60 - 120 mm. Check the parallelism of the brake pads in relation to the bandage and the gap between the pads and the bandage, which should be 7-12 mm. Lubricate all rubbing surfaces. Check the operation of the hand brakes.
Impact coupling devices. Both automatic couplers are inspected without disassembling their mechanism. Check automatic couplers using a combined template. The condition of the automatic coupler must meet the requirements of the current Ministry of Railways instructions for the repair and maintenance of automatic couplers.
Check the height and inclination of the horizontal axis of the automatic coupler: its height from the rail head should be within 980 - 1080 mm. The head of the automatic coupler must move freely (by hand) in the transverse direction. Adjust the length of the chains of the release mechanisms, make sure that the release lever is working properly, and that the roller is securely fastened.
All automatic coupler parts that do not satisfy technical requirements provided for by the Ministry of Railways instructions for the repair and maintenance of automatic coupling devices, are replaced.
The friction device must be released between the stops in the buffer bar. Misalignment of the friction device or one-sided wear of the stops is allowed, in which the gap between the stops on one side or diagonally does not exceed 3 mm. Check the fastening of the friction device safety plate.
Traction motors. Before inspecting and repairing traction motors, the electric locomotive must be hung for free rotation of the traction motor armatures. By turning on the traction motors, they determine by ear how the armature bearings and brush assembly work. In case of abnormal operation of the brush assembly (vibration of brushes, increased noise, darkening of the commutator), measure the value of the commutator runout, which should be no more than 0.1 mm; if this value is exceeded, the collector is ground.
Having opened the hatches of the traction engines, disconnect the traverse with brush holders, blow the engines with compressed air, while simultaneously turning the traverse. The brush holders are inspected without dismantling, the pressure of the pressure springs is checked, which should be in the range of 1.8-2.2 kgf, the housings are cleaned of carbon deposits and melting, brush holders with cracks and faulty pressure springs are replaced.
The brushes are inspected, their ease of movement in the socket is checked, the shunts are securely sealed, and the presence of damper and support gaskets under the pressure springs is checked. Brushes with a height of less than 21 mm, as well as those with chips, breaks, weakening of shunts or their tearing over an area of more than 25%, are replaced with brushes of the same brand. Check the correct installation of the brush holders: the distance of the brush holder body from the working surface of the commutator should be within 2-4 mm. Inspect the brush holder brackets and check their fastening. The insulators are wiped, the sooty areas are washed with gasoline, and if there is damage to the glaze or cracks, the bracket is replaced.
After inspecting the collector, traces of arc transfers and circular fire are removed. Do not tighten the collector plates. In this case, the collector is routed and chamfered, followed by grinding. Clean the insulating space between the plates with a hair or glass brush, wipe the surface of the collector with napkins, and clean the darkened plates with gasoline. Check the condition of the collector cone, clean out traces of overflow, wipe the outer and inner surfaces of the cone, removing dirt and dust, ■ restore the insulating coating with enamel 1201.
Inspect the armature glass bandage, the insulation of the pole coils in places permitted for inspection, the condition of the output ends and supply cables. Tips with traces of overheating and melting are soldered in portable crucibles and then cleaned.
Check the fastening of the main and additional poles and bearing shields; loose bolts are tightened. Checking-
t fastening of inspection hatch cover locks, condition of seals (during winter operation), fastening of ventilation pipes.
Measure the insulation resistance of the armature and pole coils with a megohmmeter: it must be at least 2.5 MOhm. Add grease to the armature bearings.
Auxiliary machines. Having opened the covers of the manifold hatches of the auxiliary machines, blow them with compressed air.
Inspect the brush holders, make sure that the pressure of the pressure springs is in the range of 0.46-0.53 kgf; clean the housings from carbon deposits and melting. Brush holders with cracks and faulty pressure springs are replaced.
The brushes are inspected, the ease of movement in the socket, the reliability of the seal and the integrity of the shunts are checked. Brushes with a height of less than 15 mm, as well as those with chips, fractures, weakening of shunts or their loss in an area of more than 25% must be replaced with new ones of similar brands. Check the correct installation of the brush holders: the distance of the brush holder body from the working surface of the commutator should be 1.6-3.5 mm. Inspect the brush holder brackets and check their fastening. The insulators are wiped, the sooty areas are washed with gasoline, and if there are cracks or irremovable traces of solid ceilings, the insulators are replaced.
After inspecting the collector, traces of arc transfer and circular fire are removed, the collector is repaired in the presence of tightened plates, and chamfers are removed, followed by grinding.
The surface of the collector is wiped with a dry cloth. The use of gasoline is unacceptable. Clean the insulating space between the plates with a glass brush. The condition of the collector cone is checked, traces of overflow are cleaned, the surface of the cone is wiped, and the coating is restored with enamel 1201.
Check the condition and fastening of the output ends, inspect the junction boxes. Check the fastening of the locks of external and internal covers of motor fans, covers of motor compressors and generators, the tension of generator belts and the fit of pulleys. The insulation resistance of auxiliary machines is measured with a megohmmeter: it must be at least 5 MOhm. Add grease to the bearings.
Motor-fan of starting-braking resistors 1Ai 2732/4. By turning on the fan motor, determine by ear how the armature bearings and the fan impeller work.
Inspect and repair motor fans to the same extent as other auxiliary machines. In this case, brushes with a height of less than 14 mm are replaced, the pressure of the brush holder springs is checked (it should be 0.95-1.2 kgf) and the distance from the brush holder body to the working surface of the commutator is measured, which should be in the range of 1.6-3.2 mm . It is unacceptable to use gasoline to clean parts from dirt and traces of overflow.
Check the tightness of the inspection hatch covers, as well as the gap between the impeller and the air duct, which must be at least 1 mm, the ease of rotation of the impeller and the tightness of its fit on the shaft. Wipe the separating insulating board and insulating supports. Having disconnected the supply cables in the terminal box, measure the insulation resistance of the fan motor housing relative to the electric locomotive body with a 2500 V megger: it must be at least 30 MOhm. The resistance of the armature windings and poles relative to the fan motor housing is measured with a 500 V megohmmeter: it must be at least 5 MOhm. Add grease to the bearings -
Main switch 1KNV1. Raise the block of arc-extinguishing chambers. Check the condition and clean the copper contacts; contacts less than 4 mm thick are replaced. Check the tightness of contact and breakage of contacts: for contactors with arc extinguishing, the minimum contact opening is 13 mm, for contactors without arc extinguishing - 26 mm. The lateral relative displacements of the contacts of one contactor should be no more than 2 mm.
Cleaning up internal surfaces arc extinguishing chambers. Chambers with a wall thickness of less than 3 mm are fractured internal partitions and burnt storage grates are being replaced. Check the condition of flexible shunts, cam washers, protective insulation, fastening of connecting pins and supply cables. Wipe the insulating surfaces of the cam washers. Check the correct installation of arc chutes in the block, make sure that there are no jams in the moving parts of the contactors when the block of arc chutes is lowered.
Check the closing sequence of the main switch contactors in accordance with the closure table, inspect the auxiliary cam switches UKAOG. Inspect the pneumatic drive of the switch with the replacement of electro-pneumatic valves \rrS2 and air distributors UTM2; Add oil to the crankcase to the control mark.
Check the operation of the electro-pneumatic latch and the condition of the discharge resistors of the electro-pneumatic valves.
High-speed switch 12NSZ Having removed the arc-extinguishing chamber, clean off the burns on its walls and arc-extinguishing horns. The denon ridge is inspected and cleaned.
Check the condition and tightness of the main contacts, clean and polish them. Measure the opening of the main contacts in the off state: it should be within 24-28 mm. Check the operation of the pneumatic drive and holding device. Wipe all insulating parts of the switch. After inspecting the auxiliary interlocks, clean the contacts that have burns and melting.
Reversor 18MP2. Inspect the reverser and wipe it. Check the condition of the contact surfaces of the segments and fingers, lubricate
Apply technical petroleum jelly to the rubbing surfaces and check manually the pressure of the fingers and their mobility.
Check the fastening of current-carrying connections and supply cables, the tightness of pneumatic drives and the ease of rotation of segment shafts. During slow rotation, the pneumatic drive is inspected.
Electropneumatic contactors 1SVAD4, 1SVAD5. Having removed the extinguishing chambers, clean their internal surfaces sandpaper. Chambers with a wall thickness of less than 4 mm, broken internal partitions and faulty locks are replaced.
After inspecting the contact surface of the power bridge contacts, irregularities are eliminated. Cleaning the surface with a file is unacceptable. If the soldered contact plates are worn more than 1 mm, the bridge contact is replaced.
Inspect and clean arc contacts; contacts with wear of more than 3 mm are replaced. Determine the solution of the main contacts (should be 15-17 mm) and the solution of arc extinguishing contacts (19 - 21 mm). Transverse displacement of arc extinguishing contacts by more than 1.5 mm is not allowed -
Check the gap between the arc-extinguishing horn of the moving contact and the insulating holder of the upper arc-receiving horn: it should be 2-3 mm.
The condition and fastening of flexible shunts, busbars, insulating holders and arc extinguishing coils are checked. Check (manually) the closing sequence of the arc extinguishing and bridge contacts; at the moment of contact with the arc extinguishing contacts, the bridge gap must be at least 6 mm.
Check the operation of pneumatic drives, their tightness, as well as the tightness of the supply air ducts. Inspect low-voltage interlocks, check the solution and the closure of their contacts.
Electropneumatic contactors SVD3, SVD6. Having removed the arc chambers, clean the arc contacts and replace contacts with wear exceeding 3 mm. Check the tightness of the fit and the contact gap, which should be 19.5-20.5 mm. Clean the insulating parts from dust, check the condition of flexible shunts, tires, insulating holders, fastening of current-carrying connections and supply cables.
Check the operation of pneumatic drives, their tightness, as well as the tightness of the supply air ducts. Inspect the blockages, check the solution and contact closure.
Intermediate controller 1KND1. Open the side and top covers and clean the controller from dust. After inspecting all the mechanisms, check the tightness of the cam washers on the main and auxiliary drums.
Inspect the contacts of the KAD1 cam switches, remove traces of sag and nodgar on the contacts, check the contact gap: the minimum gap should be 3 mm, and wear should not exceed 1 mm.
Clean the collector of the potentiometric position sensor, check the operation of the electromagnetic and mechanical locking latches, brake shoes, and the free rotation angle of the main drum.
An inspection of the pneumatic drive of the controller is carried out with the replacement of electro-pneumatic valves \ZTS2 and air distributors UTM2, as well as an inspection of the two-stage gearbox with the addition of lubricant. Check the sequence of closing the contacts of the cam switches UKABI in accordance with the closure table.
Rheostatic brake equipment. Inspect the power pulse converter, check the fastening of power thyristors and diodes, connecting busbars and supply cables, and wipe the converter parts with alcohol.
Inspect the switching capacitors and filter capacitors, make sure that there is no oil leakage, check the fastening of the terminals, as well as automatic fuses. After inspecting the measuring transductors, check the tightness of the connector connections. Inspect the excitation current shunt sensor and check the fastening of the supply cables.
At the braking force sensor, check the smooth movement of the pneumatic rod; in case of jamming, the pneumatic drive is disassembled and the cuffs are coated with MVP oil. Check the fastening of the plug connections of the magnetic potentiometer MP2.
Inspect the control regulator, checking the reliability of the cassettes in the cabs. After examining the brake switch PP015 and the brake torque limiter, check the operation of the microswitches.
Make sure that the ventilation system of the cabinets of the power pulse converter and control regulator is in good working order. Inspect the control and pressure relays in the rheostatic brake circuits.
Checking the correctness of collection electrical diagram rheostatic brake.
The operation of the brake control regulator and pulse converter is checked, based on the factory Instructions for checking the rheostatic brake, identifying and eliminating defects.
Driver controller. After inspecting the controller, check the condition of the BKABI cam switches, the solution and failure of their contacts, and clean the burnt and melted contacts. Make sure that the cam drums are easy to move and that there are no jams: reversing, controlling and weakening the excitation.
Check the operation of blocking devices in all control modes and inspect the electromagnetic latch. Check the clarity of the driver's steering wheel positions, the operation of the steering wheel return device, the tightening of connector connections, and the fastening of supply wires and parts. Lubricate the rubbing parts in accordance with the lubrication chart.
Other high-voltage and low-voltage equipment. After examining the excitation attenuation resistors and inductive shunts, check the fastening of the jumpers and supply cables.
Having removed the chambers of the electromagnetic contactors, they clean the copper contacts, check the fastening of the contactors to the insulating posts, wipe the insulating parts, check the fastening and condition of the shunts, insulators, arc suppression and switching coils, supply cables, and the operation of the contactors.
Having examined all the power circuit protection relays, check the indicators for the setting currents, the reliability of the closing and opening of the block contacts, and the operation of the microswitches. Inspect the starting and damping resistors of motor-compressors, clean the insulators, check the fastening of jumpers and supply cables.
Inspect the emergency panel of the motor-veilators and the panel for disconnecting damaged traction motors, make sure that the scabbard is installed correctly, the contacts do not overheat, and the supply cables are securely fastened.
After inspecting the relay cabinet, check the contacts of the control relay, the moving parts of the relay for the absence of jamming and distortions, the fastening of racks, jumpers and supply wires. They check the operation of automatic protective switches by switching them three times, air contactors U-03s-009 and U-13s-005.
Connect the control circuit disconnecting diodes to the control socket to make sure they are in good working order.
Inspect the PUM-Skoda fault finding unit, check the serviceability of the unit switches, control and warning lamps, condition and fastening of connections. They check the operation of the unit at all positions to find artificially created faults in the control circuits. Verify that the control panel switches are operating correctly.
They check the lighting of control panels, cabins of intermediate corridors, the engine room, and underbody lighting; perform an inspection of both spotlights. Check the operation of the anti-boxing device. Having removed the casing from the voltage regulator, inspect the voltage and current relays, relays for series connection of batteries, remove deposits on the contacts, make sure that there are no jams or distortions in the moving parts of the relay, check the fastening of the racks, jumpers and supply wires.
An inspection of one motor-heater for ventilation and heating of the driver's cabin is carried out.
During the winter period of operation, the power heating equipment of the train is inspected, wiped and dried. The insulation resistance of the heating circuits of the composition is measured: it must be at least 10 MOhm.
Check the interaction and sequence of shutdown of all control circuit devices.
Pantographs. One pantograph is inspected, the pneumatic drive is opened, the old grease is removed,
The working surface is wiped and lubricated with CIATIM-203 lubricant.
Inspect pantograph frames and drive mechanism parts; cracks, burns and dents more than 5 mm deep are eliminated. Check the condition of the hinges, levers, brackets, springs, the reliability of their fastening and the cotter pins of the axles and rollers. Rollers, axles, and bushings that are extremely worn are replaced. Inspect the hinge joints, lubricate the bearings, lift and lower the pantograph manually and check for jamming in the hinge joints.
Check the fastening of shunts and supply busbars. The skids are inspected and the condition of the copper linings is checked. Runners that have cracks in the frames or bent ends, the thickness of the linings is less than 3 mm, as well as runners with the ends of the outer linings lagging behind the frame, are replaced. Copper linings are cleaned from deposits with a personal file, and loosened linings are secured. Check the tight fit of the pads to the runner and the smooth transition of the working surface to the bevels. The level installation of the skids on the pantograph is checked using a ruler 1000 mm long. Skid misalignment of more than 20 mm is not allowed. The runners are lubricated with graphite.
Check the operation of the secondary suspension of the runner, the condition of the carriages and wings; Lubricate the carriage cups and the rocker mechanism with MVP lubricant. Inspect isolators; insulators with cracks and chips are replaced; wipe insulators, air supply sleeves and current-carrying parts.
Check the pneumatic drive and supply pipeline for air leaks. Determine the amount of lifting of the pantograph at an air pressure of 3.5 kgf/cm2, check the static characteristics of both pantographs within the working height of 400-1000 mm and adjust the pressure of the skid on the contact wire: when lifting it should be 8-10 kgf, when lowering 10-12 kgf; The pressure difference when lifting and lowering one pantograph should not exceed 2 kgf.
Roof equipment. Inspect the disconnectors and the grounding switch, remove old grease from the knives, check the correct connection, the contact area; wipe the insulators. Check the fastening of power shunts and current-carrying rods, restore the control color of their connections. Inspect the vilitic arrester, check the fastening of the parts, the integrity of the insulator and the cleanliness of its surface.
Inspect the blinds in the ventilation system of the starting-braking resistors, check the operation of the drives when opening the blinds slowly (opening time more than 3 s). The drive is inspected. Lubricate all rubbing surfaces.
After examining the limit switches, check the opening and closing of their contacts. Having opened the covers with filters on the air intake boxes, check the condition of the sealing rubber and its tightness around the entire perimeter of the cover.
Inspect the ballast resistors of the traction motor fan motors, check the condition individual elements, insulators, reliability of fastening of jumpers and supply cables. Inspect the starting and braking resistors.
Pneumatic equipment - At each TR-1, one compressor is inspected, with valve boxes opened and inspected.
Inspect and clean suction filters, inspect the auxiliary compressor, repair, adjust and test safety valves in accordance with established deadlines. Checking the condition check valves and switch valve. They inspect the driver's valve, check the condition of the spool, the cuffs of the equalizing piston, grind the valve, and replace the lubricant. Carry out an audit of tap No. 254, check its adjustment and sensitivity, inspect rubber cuffs, replace the lubricant.
Inspect the brake cylinders without opening them, check the tightness of the cylinders, lubricate the rod, check the operation of the hand pump. They inspect the spool-feed valve - check the operation of the typhons and whistles, the fastening of the main tanks, refrigerators and control tanks.
Check the tightness of the brake and pressure lines, the operation of pneumatic and braking equipment.
201 202 203 204 205 206 207 208 209 ..3. Current repairs of diesel locomotive TGM6A
Current repair of TR-3 diesel locomotive TGM6A
Carry out all work within the scope of current repairs of TR-2 and, in addition, perform the operations listed below.
1) Inspect the main bearings, bolts, washers and nuts securing the suspensions.
2) Check the thickness, free diameter and tightness (in a special device) of the main liner.
3) Check the alignment of the crankshaft.
4) Inspect and measure the cylinder liners without the cylinder cover.
5) Separate the piston head from the trunk, clean the cooling cavity and replace the O-rings, check the fastening of the studs in the head and the condition of the drain pipes, and eliminate any faults.
6) Measure the pistons along the guide part, the holes for the piston pin and the diameter of the pin.
7) Remove and inspect the camshaft spline bushing.
8) Remove the camshaft and check the condition of the bearings and split bushings, tighten the nuts securing the washers (tightening torque 1.2 kN-m).
9) Remove the regulator from the diesel engine, disassemble it, wash it and make the necessary repairs.
10) Remove from the diesel engine, disassemble and inspect the oil pump. Wash, inspect and adjust the bypass and pressure relief valves of the lubrication system.
11) Check the lateral clearance in the engagement of the worm of the rotating shaft mechanism with the teeth of the drive disk.
Hydraulic transmission.
1) Inspect the feed pump by turning Special attention on the condition of the bearings, wear of the sprocket and sealing belt of the working pump.
2) Fill the hydraulic transmission with turbine oil, let it run for at least 1 hour, then drain the oil and refill with fresh oil.
3) Measure the pressure in the nozzles of the lubrication system, which should be at least 0.01 MPa (0.1 kgf/cm2) at idle speed of the diesel engine and 0.02 MPa (0.2 kgf/cm2) at the rated crankshaft speed.
4) Remove the automation components (speed switching unit, speed sensor) from the diesel locomotive, undergo a complete inspection and jointly check their operation and adjust them on a special adjustment stand.
Crew part.
1) Check gears axial gearboxes, why disconnect cardan shafts from the hydraulic transmission and axial gearboxes, inspect all the shafts, raise the frame of the diesel locomotive and roll out the bogies, open the hatch covers of the axial gearboxes, check the condition of the gear wheels, the location of the contact patch and the lateral clearance of the bevel pair (its clearance should be no more than
1.6 mm, and the gap of the cylindrical pair is no more than 2.6 mm); check the axial play of the drive and driven shafts (should be no more than 0.5 mm).
2) Check the condition of the rubber shock absorbers of the reaction rods of the axle gearboxes, friction pairs and rubber shock absorbers in the bogie supports. When installing shock absorbers after inspection, each of them must be installed on the support on which it was located before removal. If one shock absorber fails, replace all four belonging to the same trolley, and the shock absorbers must be selected in such a way
so that the difference in deflection does not exceed 1.5 mm (checked by pressing 70 kN).
3) Replace the grease in the cavity of the bearings and the axial stop of the roller axle box.
4) Carry out flaw detection of parts of cardan shafts and reaction rods.
5) Inspect and test the wheelsets in accordance with Instruction TsT/2306, roller axle boxes - TsT/2361.
Auxiliary equipment.
1) Remove, wash and pressurize the water sections.
2) Remove the compressor from the locomotive and carry out work in accordance with its operating instructions.
3) At least once every 4 years, carry out a hydraulic test of air tanks with a pressure exceeding the working pressure by 0.5 MPa (5 kgf/cm2).
Electrical equipment.
Remove from the diesel locomotive and disassemble all electrical machines, replace unusable bearings with new ones, inspect and, if necessary, repair the generator armature windings. If necessary, grind and grind the collector. The depth of the grooves during the development of the collector should be maintained within the range of 0.8-1.0 mm. Replace worn brushes with new ones of the same brand.
