Suchergebnisse

Цель: Попытка учесть количественное влияние старения автомобилей во время их эксплуатации на их готовность, надёжность и доступность. Проект и методы: На основе литературы и нормативных актов приняты модели готовности и показатели, которые используются при управлении эксплуатацией транспортных средств в транспортной системе, связанной с проведением оперативных действий. Этим качеством характеризуется процесс эксплуатации транспортных средств, использованных в системах ликвидации последствий стихийных бедствий, военных катастроф и т.д. Необходимость, а также способность учитывать эффекты старения машин во время службы на готовность, надёжность и доступность их использования в случаях потребности была обоснована при помощи эмпирических характеристик качеств "поврежденности" (частоты отказов, поломок) транспортных средств. Эти характеристики были разработаны на основе эксплуатационных исследований в транспортной системе связанной с проведением оперативных действий. Эта система характеризуется неопределённым временем выезда транспортного средства на работу. Анализируя данные из эксплуатационной практики о "поврежденности" грузовиков, использованных с разной интенсивностью, было установлено, что данные о пробегах транспортных средств между их поломками характеризуются очень большой дисперсией интервала. Оказалось, что это условие определяется двумя факторами, а именно, разным возрастом автомобилей и разной интенсивностью их использования во время эксплуатации. Собранная из эксплуатационной практики информация о пробеге транспортных средств между их отказами была соотнесена к пределам интенсивности использования. Благодаря такому решению появилась возможность разработать характеристики, связанные с повреждением исследованных машин для соответствующих пределов интенсивности. Результаты: В настоящей разработке характеристика "поврежденности" была представлена в качестве параметра, как величины ожидаемого пробега автомобиля между поломками от действительной величины пробега от начала его эксплуатации. Здесь представлено несколько характеристик для эксплуатированных автомобилей с разной ожидаемой величиной времени ожидания использования. Квантификация готовности автомобилей является результатом обработанной информации из мониторинга процессов использования с учётом их специфических способностей и поддержания в состоянии надёжности. Сбор информации исходит из принятых моделей процессов и показателей готовности и надежности. Например принята попытка исользования показателя для квантификации оперативной готовности транспортных средств, принимая во внимание процесс старения, отражающий степень износа ресурса. Выводы: Эффективная оценка оперативной готовности автомобилей в процессе управления на практике этой специальной эксплуатацией, является возможной только путем правильной организации и внедрением информационных систем.Purpose: An attempt to quantify the impact of the vehicles ageing on their: readiness, reliability and availability. Design and Methods: Based on literature data and normative acts, the authors applied the models of preparedness and indicators used in the practice of the control over vehicles' exploitation within the emergency transportation systems. These accounts for the process of vehicles exploitation within the systems related to fighting natural disasters, military catastrophes, etc. Not only the need, but also the real possibility of considering the impact of vehicles' ageing on their readiness, reliability and availability was illustrated by empirical characteristics of the vehicles "damageability". These characteristics were created based on exploitation tests performed in emergency transport system, in which waiting time for tasks is a random variable. Having analysed the data from the operational practice about "damageability" of a truck used with varying intensity, the authors found that the data on the mileage between particular failures is characterized by a very large range of scatter. It turned out that this condition is determined by two factors, namely: different age of cars and various intensity of their use during their operation. Collected in the course of operational exploitation practice data about the mileage of vehicles between their failures was assigned to the particular ranges of their intensity. This allowed for the development of the characteristics of "damageability" of the examined vehicles for each band intensity. Results: In this case, the "damageability" parameter was expressed as the expected vehicle mileage between failures in a function of the mileage from the start of its exploitation. We presented several characteristics of "damageability" for operating vehicles with different times of awaiting for action. Quantification of operational readiness of the vehicles is the result of processed information from monitoring of their use and maintenance processes, accounting for their specificity and maintenance of their road worthiness. The collection of information is the result of applied models and indicators of readiness and reliability. The authors presented examples of utilization of the index quantifying operational readiness of the vehicles with reference to their ageing expressed with wear of the resource. Conclusions: Effective evaluation of the operational readiness of vehicles during the exploitation management is feasible by means of appropriately organized and implemented information systems.

AbstractThe U.S. Army, in cooperation with industry, recently developed and demonstrated a methodology for returning
used hydraulic fluid to vehicle service. The effort was conducted in three phases: First, a laboratory
investigation to determine the viability of restoring used fluid to military specification performance. Second,
a field investigation designed to identify commercially available equipment that could successfully process the
used fluid and also demonstrate the performance of the restored fluid in military vehicles. Third, the Army
entered into Cooperative Research and Development Agreements (CRADAs) with commercial companies that
manufacture the certified hydraulic oil recyclers to test on‐line diagnostics aimed at automating and
optimizing the process. Under the aegis of the aforementioned CRADA, industry developed technology that
automates the process of restoring used hydraulic fluid to military specification performance. Testing and
demonstration results indicate that the process of restoring used hydraulic fluid can be automated to require
less labor and eliminate possible incomplete restoration. This paper briefly explains the recommended process
developed by the Fuels and Lubricants Team as presented in the "User's Guide For Recycling Military
Hydraulic Fluid." Recent military implementation of hydraulic oil restoration programs, studies, and
field demonstrations within the U.S. Army, Navy, and Air Force are discussed.The on‐site reutilization of used hydraulic fluid with a certified hydraulic oil recycler can have a
significant impact on meeting pollution prevention goals. The benefits include reduced fluid disposal costs,
reduced procurement costs for new fluid, increased operational readiness, increased durability of systems, and
an uncomplicated avenue for conservation of natural resources. Procedures and certifications for this program
are now in place. The implementation of a hydraulic oil recycling program will save millions of dollars per
year for each of the U.S. military services, as well as contribute to operational readiness. © 2002 Wiley
Periodicals, Inc.

AbstractThis paper obtains the uniformly minimum variance unbiased estimates of two indices of performance of a system which alternates between two states "up" or "down" in accordance with a Markov process. The two indices are (1) operational readiness, which measures the probability that the system will be up when needed; and (2) operational reliability, which measures the probability that the system will be up during the entire time of need. For the purpose of obtaining these estimates, two types of observations are considered: (a) those which reveal only the state of system at isolated time‐points, and (b) those which continuously record the duration of the "up" and "down" times of the system.

"The U.S. Army before 1945 did not have and did not need a formal readiness reporting system. After World War II, however, it found itself committed to large-scale deployments in Europe and in the Pacific, commitments that with the Cold War would continue for the next 45 years. The demands of this war, along with the wars in Korea and Vietnam, made it vital that senior service leaders had accurate information on the readiness of units in the Regular Army, the Army National Guard, and the Army Reserve. The methods for measuring readiness, however, soon became and then remained a matter of contention. Equally contentious was the use of data generated by readiness reporting systems, both within the service and by others outside the service. The end of the Cold War did not end these disputes. Indeed, the years between that victory and the start of the second Iraq war in 2003 were a time of heightened concern over military readiness and how to assess it."--Provided by publisher

Utilizing the Aircraft Sustainability Model (ASM), Air Force logisticians must determine the best possible number and mix of spares and repair parts for each deployable readiness spares package, better known as a mobility readiness spares package (MRSP). By analyzing MRSP support for Operation IRAQI FREEDOM (OIF), Air Force leadership can have a current picture of MRSP operational effectiveness and mission support capabilities. This research focused on determining the current configuration of MRSPs for OIF by selecting a representative array of MRSPs and supported weapon systems actively involved in OIF, and obtaining relevant support effectiveness measures. Measures selected for analysis were MRSP fill rate, stockage effectiveness, issue effectiveness, mission capable spares rate, and total requirements variance. An analysis of MRSPs for the E-3B, F-16C, and HC-130P aircraft revealed varying levels of effectiveness when compared with overall contingency and supply chain metrics.