Chapter 6
ELEMENTS OF THE THEORY OF FIRE VEHICLE MOVEMENT
The theory of movement of a fire truck (FA) considers the factors that determine the time it takes for a fire department to travel to the place of a call. The theory of PA motion is based on the theory of operational properties of motor vehicles (ATS).
To assess the design properties of the UV and its ability to timely arrive at the call site, it is necessary to analyze the following operational properties: traction and speed, braking, motion stability, controllability, maneuverability, smoothness.
Traction and speed properties of a fire truck
The traction and speed properties of the PA are determined by its ability to move under the action of the longitudinal (traction) forces of the driving wheels. (The wheel is called driving if torque is transmitted to it through the transmission from the ATC engine.)
This group of properties consists of traction properties that allow the UAV to overcome slopes and tow trailers, and speed properties that allow the UAV to move at high speeds, accelerate (acceleration) and move by inertia (run-out).
For a preliminary assessment of traction and speed properties, specific power is used N G PA, i.e. engine power ratio N, kW, to the gross vehicle weight G, t. According to NPB 163-97, the specific power of the PA must be at least 11 kW / t.
For domestic serial PAs, the specific power is less than the recommended airbag value. Increase N G serial PA is possible if you install engines with more power on them or if you do not fully use the load capacity of the base chassis.
Evaluation of the traction-speed properties of the PA in terms of specific power can only be preliminary, since often vehicles with the same N G have different maximum speed and throttle response.
In regulatory documents and technical literature there is no unity in the estimated indicators (meters) of the traction and speed properties of the vehicle. The total number of proposed performance indicators is more than fifteen.
The specifics of operation and movement (sudden departure with a cold engine, heavy traffic with frequent accelerations and decelerations, rare use of coastdown) makes it possible to single out four main indicators for assessing the traction and speed properties of the UA:
top speed v max ;
the maximum climb to be overcome in first gear at a constant speed (angle α max or slope i max);
acceleration time to set speed t υ;
minimum sustained speed v min.
Indicators v max , α max , t And v min are determined analytically and experimentally. For the analytical determination of these indicators, it is necessary to solve the differential equation of the UA movement, which is valid for a particular case - rectilinear movement in the profile and plan of the road (Fig. 6.1). In reference frame 0 xyz this equation looks like
Where G– PA mass, kg; δ >
1 - coefficient for accounting for rotating masses (wheels, transmission parts) PA; R k is the total traction force of the driving wheels of the PA, N; Ρ
Σ =P f +P i +P in the total force of resistance to movement, N;
Pf– wheel rolling resistance force PA, N: P i– force of resistance to PA lifting, N; R c is the force of air resistance, N.
It is difficult to solve equation (6.1) in general form, since the exact functional dependences connecting the main forces ( R To , P f ,P i , P c) at the speed of ATS. Therefore, equation (6.1) is usually solved by numerical methods (on a computer or graphically).
Rice. 6.1. Forces acting on a fire engine
When determining the traction-speed properties of a vehicle by numerical methods, the force balance method, the power balance method and the dynamic characteristic method are most often used. To use these methods, it is necessary to know the forces acting on the vehicle during movement.
Chapter 6
Traction and speed properties of a fire truck
The traction and speed properties of the PA are determined by its ability to move under the action of the longitudinal (traction) forces of the driving wheels. (The wheel is called driving if torque is transmitted to it through the transmission from the ATC engine.)
This group of properties consists of traction properties that allow the UAV to overcome slopes and tow trailers, and speed properties that allow the UAV to move at high speeds, accelerate (acceleration) and move by inertia (run-out).
For a preliminary assessment of traction and speed properties, specific power is used N G PA, i.e. engine power ratio N, kW, to the gross vehicle weight G, t. According to NPB 163-97, the specific power of the PA must be at least 11 kW / t.
For domestic serial PAs, the specific power is less than the recommended airbag value. Increase N G serial PA is possible if you install engines with more power on them or if you do not fully use the load capacity of the base chassis.
Evaluation of the traction-speed properties of the PA in terms of specific power can only be preliminary, since often vehicles with the same N G have different maximum speed and throttle response.
In regulatory documents and technical literature there is no unity in the estimated indicators (meters) of the traction and speed properties of the vehicle. The total number of proposed performance indicators is more than fifteen.
The specifics of operation and movement (sudden departure with a cold engine, heavy traffic with frequent accelerations and decelerations, rare use of coastdown) makes it possible to single out four main indicators for assessing the traction and speed properties of the UA:
top speed v max ;
the maximum climb to be overcome in first gear at a constant speed (angle α max or slope i max);
acceleration time to set speed t υ;
minimum sustained speed v min.
Indicators v max , α max , t And v min are determined analytically and experimentally. For the analytical determination of these indicators, it is necessary to solve the differential equation of the UA movement, which is valid for a particular case - rectilinear movement in the profile and plan of the road (Fig. 6.1). In reference frame 0 xyz this equation looks like
Where G– PA mass, kg; δ >
1 - coefficient for accounting for rotating masses (wheels, transmission parts) PA; R k is the total traction force of the driving wheels of the PA, N; Ρ
Σ =P f +P i +P in the total force of resistance to movement, N;
Pf– wheel rolling resistance force PA, N: P i– force of resistance to PA lifting, N; R c is the force of air resistance, N.
It is difficult to solve equation (6.1) in general form, since the exact functional dependences connecting the main forces ( R To , P f ,P i , P c) at the speed of ATS. Therefore, equation (6.1) is usually solved by numerical methods (on a computer or graphically).
 |
Rice. 6.1. Forces acting on a fire engine
When determining the traction-speed properties of a vehicle by numerical methods, the force balance method, the power balance method and the dynamic characteristic method are most often used. To use these methods, it is necessary to know the forces acting on the vehicle during movement.
Traction force of driving wheels
Engine torque M d is transmitted through the transmission to the drive wheels of the vehicle. The data of the external characteristics of engines given in the reference literature and technical characteristics of vehicles ( N e , M e) correspond to the conditions of their bench tests, which differ significantly from the conditions in which engines operate on cars. During bench tests in accordance with GOST 14846-81, the external characteristics of the engine are determined when only the main equipment (air cleaner, generator and water pump) is installed on it, i.e. without the equipment necessary for servicing the chassis (for example, compressor, power steering). Therefore, to determine M d numerical values M e must be multiplied by a factor K c:
For domestic cargo two-axle vehicles TO c = 0.88, and for multiaxial TO c = 0.85.
The conditions for bench tests of engines abroad differ from the standard ones. So when testing:
according to SAE (USA, France, Italy) – TO c = 0.81–0.84;
according to DIN (Germany) - TO With = 0,9–0,92;
according to B5 (England) - TO c = 0.83–0.85;
according to JIS (Japan) - TO c = 0.88–0.91.
Torque is transmitted to the wheels M To > M e. Magnification M q is proportional to the total gear ratio of the transmission. Part of the torque, taken into account by the efficiency of the transmission, is spent on overcoming frictional forces. The total gear ratio of the transmission is the product of the gear ratios of the transmission units
Where u To u R ur- respectively gear ratios of the gearbox, transfer case and final drive. Values u To , u p and u r are given in the technical characteristics of the PBX.
The transmission efficiency η is the product of the efficiency of its units. For calculations, you can take: η =
0.9 - for two-axle trucks with a single final drive (4´2); η =
0.88 - for two-axle trucks with double final drive (4´2); η =
0.86 - for cross-country vehicles (4´4);
η =
0.84 - for three-axle trucks (6´4); η =
0.82 - for cargo three-axle cross-country vehicles (6´6).
Total tractive force P k, which can be provided by the engine on the driving wheels, is determined by the formula
Where rD is the dynamic radius of the wheel.
The dynamic radius of the wheel in the first approximation is equal to the static radius, i.e. r D = r Art. Values r st are given in GOSTs for pneumatic tires. In the absence of these data, the radius rD for toroid tires is calculated by the formula
, (6.5)
Where d– rim diameter; λ – 0.89 - 0.9 - radial deformation of the profile; b w - profile width.
Rim diameter d and profile width are determined from the tire designation.
Use of force P to (6.4) for the movement of the vehicle depends on the ability of the car wheel under normal load G n g perceive or transmit tangential forces when interacting with the road. It is customary to evaluate this quality of an automobile wheel and the road by the adhesion force of the tire to the road. P φ n or adhesion coefficient φ.
The grip force of the tire on the road P φ n call the maximum value of the horizontal reaction T n(Fig. 6.2), proportional to the normal reaction of the wheel R n:
; (6.6)
; (6.7)
For the wheel to move without longitudinal and transverse sliding, the condition must be observed
. (6.9)
Depending on the direction of wheel sliding, there are coefficients of longitudinal φ X and transverse φ at clutch. Coefficient φ X depends on the type of coating and the condition of the road, the design and material of the tire, the air pressure in it, the load on the wheels, the speed of movement, temperature conditions, the percentage of slip (slip) of the wheel.
 |
Fig.6.2. Scheme of forces acting on a car wheel
The value of the coefficient φ X depending on the type and condition of the road surface, it can vary over a very wide range. This change is due not so much to the type as to the condition of the top layer of the road surface. Moreover, the type and condition of the road surface affects the value of the coefficient φ X much greater influence than all other factors. Therefore, in reference books φ X is given depending on the type and condition of the road surface.
To the main factors associated with the tire and affecting the coefficient φ X, include specific pressure (depending on the air pressure in the tire and the load on the wheel) and the type of tread pattern. Both of these are directly related to the tire's ability to side-squeeze or break through the fluid film on the road surface to re-establish reliable contact with it.
In the absence of transverse forces P φ n And Y n coefficient φ X increases with increasing tire slippage (slippage) on the road. maximum φ X achieved at 20 - 25% slip. With full slipping of the driving wheels (or the use of brake wheels), the coefficient φ X can be 10 - 25% less than the maximum (Fig. 6.3, A).
With an increase in the speed of the car, the coefficient φ X usually decreases (Fig. 6.3, b). At a speed of 40 m/s, it can be several times less than at a speed of 10–15 m/s.
Determine φ X usually experimentally by towing a car with locked wheels. During the experiment, the traction force on the tug hook and the normal reaction of the locked wheels are recorded. Therefore, reference data on φ X relate, as a rule, to the coefficient of adhesion during slipping (skidding).
Transverse friction coefficient φ at usually taken equal to the coefficient φ X and in the calculations they use the average values of the coefficient of adhesion φ (Table 6.1).
Rice. 6.3. Influence on the coefficient φ X various factors:
A– change in the coefficient φ X depending on slippage; b- change
coefficient φ X depending on wheel speed: 1
- dry road
with asphalt concrete pavement; 2
– wet road with asphalt concrete surface;
3
- icy smooth road
Table 6.1
| road surface | Coating condition | Tire pressure | ||
| high | low | adjustable | ||
| asphalt, concrete | Dry Wet | 0,5–0,7 0,35–0,45 | 0,7–0,8 0,45–0,55 | 0,7–0,8 0,5–0,6 |
| crushed stone | Dry Wet | 0,5–0,6 0,3–0,4 | 0,6–0,7 0,4–0,5 | 0,6–0,7 0,4–0,55 |
| Ground (except loam) | Dry Moist Wet | 0,4–0,5 0,2–0,4 0,15–0,25 | 0,5–0,6 0,3–0,45 0,25–0,35 | 0,5–0,6 0,35–0,5 0,2–0,3 |
| Sand | Dry Wet | 0,2–0,3 0,35–0,4 | 0,22–0,4 0,4–0,5 | 0,2–0,3 0,4–0,5 |
| Loam | Dry In plastic state | 0,4–0,5 0,2–0,4 | 0,4–0,55 0,25–0,4 | 0,4–0,5 0,3–0,45 |
| Snow | Loose Rolled | 0,2–0,3 0,15–0,2 | 0,2–0,4 0,2–0,25 | 0,2–0,4 0,3–0,45 |
| Any | icy | 0,08–0,15 | 0,1–0,2 | 0,05–0,1 |
When calculating the traction and speed properties of the vehicle, the difference in the coefficients of adhesion of the wheels is neglected and the maximum traction force that the driving wheels can provide for grip with the road is determined by the formula
Where R n- normal reaction n-th drive wheel. If the traction force of the driving wheels exceeds the maximum traction force, then the driving wheels of the vehicle will slip. For the movement of the vehicle without slipping of the driving wheels, the following condition must be met:
The fulfillment of condition (6.11) makes it possible to reduce the time for the UA to reach the place of the call, mainly by reducing the acceleration time t r . When accelerating the PA, it is important to realize the maximum possible according to road conditions R j. If the driving wheels of the PA slip during acceleration, then a smaller R to and, as a result, increases r. Decrease R to when the driving wheels are slipping and is explained by the fact that when the wheels slip relative to the road, φ decreases by 20–25%. x(see figure 6.3). φ reduction x leads to a decrease Pφ (6.10) and, consequently, to a decrease in the realizable R to (6.11).
When the UA moves from a place, it is not possible to fulfill the condition (6.11) only due to the correct choice of the engine crankshaft speed and gear number. Therefore, the acceleration of the PA from v= 0 to v min should occur with partial slipping of the clutch. Further acceleration of the PA from v min up to v max without slipping of the drive wheels of the PA with a manual transmission is ensured by the correct choice of the position of the fuel supply pedal (engine speed) and the moment of switching to the highest gear.
Force of air resistance
The moving PA uses part of the engine power to move air and its friction on the surface of the vehicle.
Force of air resistance R c, H, is determined by the formula
Where F- frontal area, m 2; TO c - streamlining coefficient, (N × s 2) / m 4;
v- vehicle speed, m/s.
The frontal area is the projection area of the vehicle onto a plane perpendicular to the longitudinal axis of the vehicle. The frontal area can be determined from the general view drawings of the UA.
In the absence of exact dimensions of the UA, the frontal area is calculated by the formula
Where IN - gauge, m; H d - overall height of the PA, m.
The streamlining coefficient is determined experimentally for each model of a vehicle, when a car or its model is blown in a wind tunnel. Coefficient TO c is equal to the force of air resistance created by 1 m 2 of the frontal area of \u200b\u200bthe car when it moves at a speed of 1 m / s. For PA on truck chassis TO c \u003d 0.5 - 0.6 (N × s 2) / m 4, for cars TO V = 0.2 - 0.35 (N × s 2) / m 4, for buses TO c \u003d 0.4 - 0.5 (N × s 2 / m 4.
With rectilinear motion and the absence of a side wind, the force R in it is customary to direct along the longitudinal axis of the vehicle, passing through the center of mass of the car or through the geometric center of the frontal area.
Power N c, kW, necessary to overcome the force of air resistance, is determined by the formula
Here F in m 2, v in m/s.
At v≤ At 40 km/h, the air resistance force is small and can be ignored when calculating the movement of the UA at these speeds.
inertia force
It is often more convenient to consider the motion of the PA in a frame of reference rigidly connected with the car. To do this, it is necessary to apply inertial forces and moments to the PA. In the theory of ATS, inertial forces and moments during rectilinear motion of a car without vibrations in the longitudinal plane are usually expressed by the force of inertia P j , H:
Where j– acceleration of the center of mass of the vehicle, m/s 2 .
The force of inertia is directed parallel to the road through the center of mass of the vehicle in the direction opposite to the acceleration. To take into account the increase in inertia due to the presence of rotating masses in the vehicle (wheels, parts, transmission, rotating parts of the engine), we introduce the coefficient δ. The coefficient δ for accounting for rotating masses shows how many times the energy expended during the acceleration of rotating and translationally moving parts of the vehicle is greater than the energy required to accelerate the vehicle, all parts of which move only translationally.
In the absence of exact data, the coefficient δ for PA can be determined by the formula
Power Nj, kW, required to overcome the force of inertia, is determined by the formula
Acceleration of a fire truck
The time of the uniform movement of the UA is small compared to the total time of travel to the place of the call. When operating in cities, UAs move uniformly no more than 10–15% of the time. More than 40 - 50% of the time, the PA are moving at an accelerated rate.
The ability of a vehicle to change (increase) the speed of movement is called injectivity. One of the most common indicators characterizing the throttle response of a car is the time tv acceleration of the car from a standstill to a given speed v.
Determine tv usually experimentally on a horizontal flat road with asphalt concrete surface with a coefficient y = 0.015
(f= 0,01, i% £ 0.5). Analytical methods of determination tv based on dependency building t(v) (Fig. 6.8), i.e. on the integration of the differential equation (6.1):
(6.51)
At 0 < v < v min PA movement occurs when the clutch slips. Acceleration time t p to v min depends mainly on the driver's ability to correctly select the position of the clutch and fuel pedals (see paragraph 6.1.1). Since the acceleration time t p significantly depends on the qualification of the driver, which is difficult to describe mathematically, then with the analytical definition tv time t p is often left out.
Acceleration of the PA on the site AB occurs in first gear with the fuel pedal fully depressed. At the maximum speed of the PA in first gear (point IN) the driver disengages the clutch, disengaging the engine and transmission, and the car starts to move slowly (section Sun). Having turned on the second gear, the driver again presses the fuel pedal to failure. The process is repeated when switching to subsequent transmissions (sections CD, DE).
Gear change time t 12 ,t 23 (Fig. 6.8) depends on the qualification of the driver, the method of gear shifting, the design of the gearbox and the type of engine. The average gear shift time for highly qualified drivers is given in Table. 6.3. A car with a diesel engine has a longer shift time, because due to the large (compared to a carburetor engine) inertial masses of its parts, the crankshaft speed changes more slowly than that of a carburetor engine.
 |
Fig.6.8. Fire truck acceleration:
t 12 , t 23 - respectively, the time of gear shifting from first to second and from second to third; ∆v 12 and ∆v 23 - decrease in speed over time t 12 and t 23
During the gear change, the speed of the PA decreases by D v 12 and D v 23 (see fig. 6.8). If the gear shift time is short (0.5 - 1.0 s), then we can assume that when shifting gears, the movement occurs at a constant speed.
Table 6.3
Acceleration of the PA during acceleration in sections AB,CD is determined by the formula
, (6.52)
which is obtained after the transformation of formula (6.46). Since the dynamic factor of the PA decreases with an increase in the gear number (see Fig. 6.7), the maximum acceleration accelerations are achieved at low gears. Therefore, PA drivers use low gears more often than drivers of other vehicles to ensure fast acceleration when overtaking in urban conditions.
Chapter 6
ELEMENTS OF THE THEORY OF FIRE VEHICLE MOVEMENT
The theory of movement of a fire truck (FA) considers the factors that determine the time it takes for a fire department to travel to the place of a call. The theory of PA motion is based on the theory of operational properties of motor vehicles (ATS).
To assess the design properties of the UV and its ability to timely arrive at the call site, it is necessary to analyze the following operational properties: traction and speed, braking, motion stability, controllability, maneuverability, smoothness.
The theory of movement of a fire truck (FA) considers the factors that determine the time it takes for a fire department to travel to the place of a call. The theory of PA motion is based on the theory of operational properties of motor vehicles (ATS).
To assess the design properties of the UV and its ability to timely arrive at the call site, it is necessary to analyze the following operational properties: traction and speed, braking, motion stability, controllability, maneuverability, smoothness.
6.1. Traction and speed properties of a fire truck
The traction and speed properties of the PA are determined by its ability to move under the action of the longitudinal (traction) forces of the driving wheels. (The wheel is called driving if torque is transmitted to it through the transmission from the ATC engine.)
This group of properties consists of traction properties that allow the UAV to overcome slopes and tow trailers, and speed properties that allow the UAV to move at high speeds, accelerate (acceleration) and move by inertia (run-out).
For a preliminary assessment of traction and speed properties, specific power is used N G PA, i.e. engine power ratio N, kW, to the gross vehicle weight G, t. According to NPB 163-97, the specific power of the PA must be at least 11 kW / t.
For domestic serial PAs, the specific power is less than the recommended airbag value. Increase N G serial PA is possible if you install engines with more power on them or if you do not fully use the load capacity of the base chassis.
Evaluation of the traction-speed properties of the PA in terms of specific power can only be preliminary, since often vehicles with the same N G have different maximum speed and throttle response.
In regulatory documents and technical literature there is no unity in the estimated indicators (meters) of the traction and speed properties of the vehicle. The total number of proposed performance indicators is more than fifteen.
The specifics of operation and movement (sudden departure with a cold engine, heavy traffic with frequent accelerations and decelerations, rare use of coastdown) makes it possible to single out four main indicators for assessing the traction and speed properties of the UA:
top speed v max ;
the maximum climb to be overcome in first gear at a constant speed (angle α max or slope i max);
acceleration time to set speed t υ ;
minimum sustained speed v min.
Indicators v max , α max , t υ And v min are determined analytically and experimentally. For the analytical determination of these indicators, it is necessary to solve the differential equation of the UA movement, which is valid for a particular case - rectilinear movement in the profile and plan of the road (Fig. 6.1). In reference frame 0 xyz this equation looks like
Where G – PA mass, kg; δ > 1 - coefficient for accounting for rotating masses (wheels, transmission parts) PA; R To - the total traction force of the driving wheels PA, N; Ρ Σ =P f +P i +P in the total force of resistance to movement, N; R f – wheel rolling resistance force PA, N: R i – force of resistance to PA lifting, N; R V – air resistance force, N.
It is difficult to solve equation (6.1) in general form, since the exact functional dependences connecting the main forces ( R To , R f ,R i , R c) at the speed of ATS. Therefore, equation (6.1) is usually solved by numerical methods (on a computer or graphically).
Rice. 6.1. Forces acting on a fire engine
When determining the traction-speed properties of a vehicle by numerical methods, the force balance method, the power balance method and the dynamic characteristic method are most often used. To use these methods, it is necessary to know the forces acting on the vehicle during movement.
Rating: 2.6666666666667
Rated: 3 people
METHODOLOGICAL PLAN
conducting classes with a group of guards on duty of the fire brigade on Fire Engineering.
Topic: Organization of operation of fire and rescue equipment.
Type of lesson: class-group. Allotted time: 90 minutes.
The purpose of the lesson: consolidating and improving personal knowledge on the topic:
1. Literature used during the lesson:
Textbook: "Fire equipment" V.V. Terebnev. Book number 1.
Order No. 630.
General provisions
Fire equipment should be used only for extinguishing fires and carrying out related emergency rescue operations. The use of supernumerary vehicles, the staffing of the State Fire Service units with cars due to the regular position of auxiliary fire trucks of other brands is prohibited.
Auxiliary fire trucks are used to support combat operations to extinguish fires, as well as the economic activities of government bodies and units of the State Fire Service.
For each vehicle, taking into account the amount of fuel allocated from the funds and other conditions, an individual operating rate (mileage) is established for the year and quarter.
On the basis of quarterly operating norms, mileage norms for a quarterly month are established.
To increase the technical capabilities and combat readiness of the units, a reserve of fire engines is being created.
Fire engines in combat crew and in reserve must be in a state of technical readiness.
The technical readiness of fire engines is determined by:
good technical condition;
refueling with fuels and lubricants and other operating materials, fire extinguishing agents;
completeness with fire-technical equipment and tools in accordance with the personnel regulations and labor protection rules;
compliance of their appearance, coloring and inscriptions with the requirements of GOST 50574-93
A machine is considered serviceable if its technical condition does not meet at least one of the requirements of the regulatory and technical documentation. In this case, operation is prohibited.
Maintenance and repair of fire engines is organized according to a preventive system.
Reception and staging of fire trucks on combat duty
For the acceptance of a fire truck that arrived at the UGPS, OGPS, the head of the governing body of the State Fire Service appoints a permanent commission consisting of: the chairman - representative of the department (department) of fire equipment, members - head of the fire department, detachment, part of the technical service, head and senior driver (driver) of the unit in which is transferred to the car.
Acceptance (transfer) of a fire truck (unit) is documented by an act. The chairman of the commission reports on the results of acceptance to the head of the UGPS, OGPS.
A new fire truck that has arrived at the unit is registered with the State Traffic Inspectorate within the prescribed period and must be run-in before being placed on combat duty.
The running-in of fire trucks is carried out in accordance with the requirements of the manufacturer, set out in the manuals and operating instructions. The results of the run-in are recorded in the fire truck log.
After the break-in, maintenance of the chassis of the fire truck is carried out in the scope of work recommended by the chassis operating instructions, and special equipment - in the scope of the first maintenance work in accordance with the technical description and operating instructions for the firefighter.
Putting a fire truck on combat duty and assigning it to drivers is carried out by the head of the State Fire Service division.
Accounting for fire trucks and their work
The registration documents of fire trucks are:
Registration certificate (technical passport, technical coupon), vehicle passport;
form;
a log of the presence, work and movement of motor vehicles;
operational card;
voucher for the main (special) fire truck;
card for accounting for the operation of a car tire;
battery operation card;
maintenance log book;
the waybill of the auxiliary fire truck;
journal of issuance, return of waybills and accounting for the work of an auxiliary fire truck.
The certificate of registration is issued by the State traffic inspectorate when registering a car and is handed over to the State traffic inspectorate when it is written off.
The fire truck form is included in the accompanying documentation of the manufacturer and is subject to mandatory completion when the vehicle arrives at the State Fire Service. The form is maintained by the senior driver, and in his absence, by the head of the guard.
If there are meters on fire trucks that take into account the operation of special units (fire pump, generator, etc.), the value of the reduced mileage must be set according to the meter readings.
Control over the maintenance of the form, the timeliness and objectivity of filling in its sections is carried out by the head of the SBS subdivision. A log of the presence, work and movement of motor vehicles is kept in each UGPS, OGPS. The journal is filled in by the head of the department (department) of fire equipment.
An operational card is started for each fire truck, is a document of accounting for its work and is filled in by the driver. The correctness of the entries made is controlled during the changing of the guards by the head of the State Border Service unit. A service card, fully completed and signed by the head of the department, is submitted to the accounting department on a monthly basis, on the set days, with a report on the consumption of fuels and lubricants.
A permit for the departure of the main fire truck is issued by the dispatcher (radio telephone operator) and issued to the head of the guard before leaving for the fire (teaching, lesson, etc.). The form of the voucher is given in the appendix of the Combat Charter of the Fire Department.
The car tire operation record card is started when the car arrives at the department and when a new tire is installed on the car.
Filling in the card is carried out by the senior driver, and in his absence - by the head of the guard, according to specialization.
The battery operation card is entered for each battery when the car arrives at the department and when the batteries are replaced with new ones.
Filling in the card is carried out by the senior driver, and in his absence - by the head of the guard according to the specialization.
The fire truck maintenance logbook is entered for each vehicle and filled in by the senior driver, and in his absence, by the head of the guard according to specialization.
Maintenance entries are made in the log (immediately after it has been carried out):
the first maintenance of the car and the maintenance of fire-technical equipment - at least once a month.
second maintenance - at least once a year.
seasonal maintenance - 2 times a year
about checking the level and density of the electrolyte, as well as tire pressure and tightening the wheel nuts - 1 time in 10 days
on checking the performance, cleaning, adjusting the gas-jet vacuum foam mixer - once a month.
All records are certified by the signatures of the drivers conducting maintenance, and information about the maintenance of fire-technical weapons is completed by the signature of the squad leader.
The correctness of the maintenance logbook is controlled by the head of the State Fire Service.
The waybill for the departure of the auxiliary fire truck is issued by the senior driver, and in his absence by the dispatcher (radio operator).
The waybill is signed by the head of the department of the State Border Service and is an order to the driver to complete the task. The use of waybills, the form of which does not correspond to the established Manual on the technical service, is prohibited.
Waybills for the operation of vehicles on weekends and holidays (except for trips to fires) are issued with the permission of the head of the fire department or his deputy.
The waybill is issued to the driver for one day, and in the case of a business trip, for the entire period of the business trip against receipt in the issuance log, return of waybills and accounting for the work of auxiliary fire trucks.
The journal of issuance, return of waybills and accounting for the work of auxiliary fire trucks is started for all vehicles of the unit, including seconded ones.
The result of the work of the fire truck is summed up monthly by the senior driver, and in his absence - by the head of the guard according to the specialization or the head of the State Fire Service unit.
Maintenance of fire trucks
Maintenance (TO) is a set of preventive measures carried out in order to maintain fire trucks in technical readiness.
Maintenance of fire trucks should provide:
constant technical readiness for use;
reliable operation of the vehicle, its units and systems during the established service life;
traffic safety;
elimination of causes causing premature failure of faults;
the established minimum consumption of fuels, lubricants and other operating materials;
reducing the negative impact of the car on the environment.
Types, frequency and place of maintenance
Maintenance of fire trucks according to the frequency, list, labor intensity and place of work performed are divided into the following types:
daily maintenance (DTO) during the changing of the guards;
maintenance on fire (exercise);
maintenance upon return from fire (exercise)
maintenance after the first thousand km. mileage (according to the speedometer);
first maintenance (TO-1);
second maintenance (TO-2);
seasonal maintenance (SO);
Daily service is carried out in the subunit during the changing of the guards by the driver and personnel of the combat crew on duty under the leadership of the squad leader.
Before the changing of the guard, all fire trucks in the combat crew and reserve must be clean, fully filled with operational materials and fire extinguishing agents, staffed in accordance with the personnel regulations. The driver of the changing guard is obliged to make all entries about the work of the fire truck during combat duty in the operational card and prepare the vehicle for delivery.
The personnel, under the leadership of the squad leader, prepares the anti-tank weapons for surrender in accordance with the duties of the combat crew.
The driver receiving the fire truck, in the presence of the driver of the changing guard, must check the condition of the vehicle in the scope of the list of daily maintenance work and make an appropriate entry in the service card.
In this case, the operation of the engine should not exceed:
for the main fire trucks of general use with a carburetor engine - 3 minutes;
for the main fire vehicles of the intended use, vehicles with a diesel engine and vehicles equipped with a multi-circuit brake pneumatic system - 5 minutes;
for special fire trucks - 7 min:
for fire ladders and articulated lifts - 10 minutes;
If malfunctions of fire equipment, fire-technical weapons and equipment are detected, measures are taken to eliminate them by the forces of the guard personnel. If immediate troubleshooting is not possible, fire equipment and equipment are replaced, and fire equipment is removed from the combat crew and replaced with a reserve one, which is notified to the CPPS.
The decision to replace fire equipment and equipment is made by the head of the guard, and to replace fire equipment - by the head of the unit (operational duty officer)
The reserve fire truck, before being put on combat duty, must undergo daily maintenance, which is carried out by the drivers of the incoming and changing guards.
The senior driver (driver) makes an entry about the work performed to eliminate malfunctions in the maintenance log.
The driver, having accepted the car, is responsible in accordance with the established procedure for all malfunctions discovered during his duty.
Maintenance on a fire (exercise) is carried out by the driver of a fire truck in the scope of the requirements of the Instructions for the operation of a fire truck.
Maintenance after returning from a fire (exercise) is carried out by the driver and personnel under the leadership of the squad leader in the unit.
Maintenance after the first thousand kilometers of run is carried out by a driver assigned to the car under the guidance of a senior driver at the maintenance post of the unit in the scope of the requirements of the Fire Truck Operating Instructions.
The first maintenance is carried out at the maintenance post of the unit by the driver assigned to the car during official and off-duty hours under the guidance of a senior driver in the scope of the requirements of the Fire Engine Operating Instructions.
Before maintenance, the head of the unit, together with the senior driver, the commander of the department, the driver, conducts a control inspection of the technical condition of the fire truck and fire extinguishers. Based on the results of the control inspection, the senior driver, taking into account the comments of the drivers, draws up a maintenance plan with the distribution of the entire scope of work between the combat crew personnel involved in the maintenance.
The senior driver of the unit is obliged to prepare the operational materials, tools, fixtures and spare parts necessary for maintenance.
On the days of maintenance of fire trucks, practical exercises with a trip to a protected area are not planned. The schedule of classes during this period is drawn up in such a way that classes can be held at any other convenient time during the current duty day.
After the maintenance, each driver signs in the maintenance log. The second maintenance is carried out in the PTC, detachment, (part), a separate post of the technical service by the workers of these units with the participation of a fire truck driver in accordance with the annual TO-2 schedule.
As an exception, it is allowed to carry out TO-2 at the TO post in the unit if the necessary conditions for its implementation are available.
At the same time, maintenance is carried out by the driver assigned to the car under the guidance of a senior driver.
In the facility subdivisions, maintenance can be carried out on the basis of the vehicle fleet of the protected facility in accordance with the developed and agreed schedule.
The first and second maintenance are carried out after runs, set depending on the types of fire trucks, features and designs of operating conditions in accordance with the standards for the frequency of maintenance.
Seasonal maintenance is carried out 2 times a year and includes work on preparing fire trucks for operation in the cold and warm seasons.
Seasonal maintenance, as a rule, is combined with the next maintenance. As an independent type of maintenance, CO is carried out in areas of a very cold climate.
The procedure for planning, conducting and recording maintenance
Technical maintenance of fire trucks (TO-1 and TO-2) is carried out on the days established by the schedule.
The annual plan-schedule of TO-2 is compiled by the fire department, agreed with the service and training department and approved by the head of the UGPS, OGPS.
Extracts from the TO-2 schedule are sent to each unit that is armed with fire trucks 15 days before the start of the planned year.
The annual TO-1 schedule is developed in each fire department garrison by the head of the garrison technical department, coordinated with the garrison fire fighting service and approved by the garrison head. The annual schedule of TO-1 is drawn up in a form similar to the schedule of TO-2
When compiling the annual TO-1 schedule, the uniform withdrawal of fire trucks from the combat crew in the areas of departure is ensured, and the TO-2 schedule and other features of the garrison are also taken into account.
Extracts from the TO-1 schedule are sent to each unit armed with fire trucks 5 days before the start of the planned year.
It is allowed to draw up a single schedule for TO-2 and TO-1
The maintenance schedule is drawn up on the basis of the planned total mileage of fire trucks, the standards for the frequency of maintenance, and the uniform loading of maintenance posts.
Maintenance schedules include all departmental fire trucks.
Maintenance as an exception is allowed to be carried out at car maintenance stations, as well as in car fleets and motor transport enterprises of other ministries and departments on the basis of contracts concluded in the prescribed manner with payment for work performed by bank transfer at the rates applicable at these stations.
A note is made about the maintenance in the logbook, form and operational card.
Responsibility for timely and high-quality maintenance of fire trucks is borne by:
when carrying out maintenance on a fire (exercise) - the driver of a fire truck;
when carrying out daily maintenance and maintenance upon returning from a fire (exercise), the head of the guard;
during the maintenance of the first thousand kilometers and TO-1 - the head of the GPS unit;
when carrying out seasonal maintenance and TO-2 - the head of the unit in which the maintenance is carried out;
The main work performed during the maintenance of vehicles.
To carry out TO-1 and TO-2, a fire truck is removed from the combat crew and replaced by a reserve one. The procedure for withdrawing fire trucks from the combat crew for maintenance and replacing them with reserve ones is determined, taking into account local conditions, by the head of the garrison of the State Fire Service.
The time spent by a fire truck for maintenance should not exceed:
two days for TO-1;
three days for TO-2.
During the maintenance of vehicles, individual current repair operations (associated current repairs) can be performed in an amount not exceeding 20% of the labor intensity of the corresponding type of maintenance.
A fire truck that has passed TO-2 (repair) is received by the head and senior driver (driver) of the unit according to the act (delivery of issuance).
A fire truck that has undergone maintenance must be serviceable, filled with operating materials, clean, adjusted, lubricated and meet the requirements of operational documentation.
Putting on combat duty fire trucks that have not undergone regular maintenance is prohibited.
Fire truck repair
Repair is a set of operations to restore the working condition of fire trucks and ensure their trouble-free operation.
It can be performed on demand or after a certain mileage.
Repairs associated with the disassembly or replacement of units and assemblies should be carried out, as a rule, based on the results of preliminary diagnostics.
In accordance with the purpose and nature of the work performed, the repair of fire trucks is divided into the following types:
for cars: current, medium, capital;
for aggregates: current, capital.
After repair, a fire truck is received by the head of the unit and the senior driver (driver) according to the act of delivery (issuance). The head of the vehicle department is responsible for the quality of the maintenance and repair work performed.
Before putting on combat duty, a fire truck must undergo a run-in:
after overhaul - mileage of 400 km. and the operation of special units lasting 2 hours;
after medium and current repairs (with the replacement or overhaul of one of the main units) - a mileage of 150 km. and the operation of a special unit lasting 2 hours.
Preparation of fire trucks for operation in the summer winter periods of the year
Preparation of fire equipment for operation in the summer and winter periods is carried out by order of the head of the UGPS, OGPS. Summer and winter periods, depending on the climatic zones, are determined by the decisions of the executive authorities of the constituent entities of the Russian Federation.
Before the onset of the summer and winter periods, classes are organized with drivers, where they study:
Features of maintenance and maintenance of fire trucks;
Ways and means of increasing their patency;
Driving features;
Operating materials and their consumption rates.
In preparation for operation in the winter, in addition, the following are studied:
The procedure for starting a cold engine at low temperature;
Tools that facilitate the start of a cold car;
Means of heating and maintaining a normal temperature in motion and in parking lots;
Safety measures when heating the engine and when handling tactful antifreeze coolants;
Features of extinguishing fires at low temperatures.
SAFETY REQUIREMENTS FOR OPERATION OF FIRE EQUIPMENT
The organization of work to ensure labor protection, the environment, industrial sanitation and fire safety during the operation of fire trucks must be carried out in accordance with the requirements
