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The article deals with the formation of the composition of vehicles for the removal of timber. В статье рассмотрены вопросы формирования состава автотранспортных средств для вывозки древесины.

В статье рассматривается способ доработки стабилизирующего устройства прицепа. Данное устройство необходимо для стабилизации поперечных колебаний, которые действуют на автопоезд во время движения. Кратко описывается движение автопоезда, перечислены действующие силы на автомобиль со снаряженным прицепом, рассмотрены безопасные режимы движения. Устройства для стабилизации прицепа могут производится по патентам, указанным в статье. У перечисленных устройств имеется один общий недостаток — возможность стабилизации колебаний невозможно регулировать. Недостаток можно исправить путем доработки имеющегося устройства. В основе устройства лежит работа гидравлической системы, которая позволит регулировать угол шкворня. У рассматриваемого устройства изложен принцип работы и взаимное расположение составных частей. The article discusses a way to refine the stabilizing device of the trailer. This device is necessary to stabilize the transverse vibrations that act on the road train during movement. The movement of a road train is briefly described, the forces acting on a car with a loaded trailer are listed, safe driving modes are considered. Devices for trailer stabilization can be manufactured according to the patents specified in the article. The listed devices have one common drawback — the ability to stabilize vibrations cannot be regulated. The disadvantage can be corrected by modifying the existing device. The device is based on the operation of the hydraulic system, which will allow you to adjust the angle of the pin. The principle of operation and the mutual arrangement of the components of the device in question are described.

Introduction. The current methodology for fuel consumption accounting in road vehicles has not been changed in terms of its quality for a long time. In the majority of transport enterprises of the Cheliabinsk Region, official methods for the regulation of fuel consumption are not used, which indicates the need to improve the fuel consumption accounting standards. The most significant differences between standardized and real consumption are related to transport work.Purpose of the experiment. The article aims to carry out a statistical analysis of the influence of cargo weight on fuel consumption in long-distance transport.Results of the experiment. In order to identify the dependence of cargo weight on fuel consumption in longdistance transport, a study is conducted on the statistical data on the operation of truck tractors at OOO Alliance Auto, one of the largest long-distance road carriers in the Cheliabinsk Region. The study is conducted on MercedesBenz Actros-1840 truck tractors equipped with fuel consumption monitoring devices and devices for determining axle loads. The cargo weigh is determined by subtracting the curb weight from the actual one according to the axle load data. Data on the values of the actual cargo weight and fuel consumption for each trip are recorded using the Fleet Board software and hardware complex; Excel and STATISTICA programs are used to calculate and construct the necessary graphs and regression equations. The statistical analysis performed makes it possible to establish the nature and indicators of the dependence of fuel consumption on cargo weight in long-distance transport. As a result, the relationship between the flow rate and the cargo weight is established; a confidence test is performed; and a regression equation is obtained.Conclusion. Analysis of the collected data shows that the dependence of fuel consumption for transport work by road trains with truck tractors Mercedes-Benz Actros-1840 on the cargo weight for the Russian operating conditions in long-distance transport is linear and amounts to 0.39 liters per 100 km for each ton of transported cargo.

This article describes purpose, areas of application and main parameters of heavy road trains for the transportation of special and general cargo. Heavy-duty road trains with drive wheels of trailed links are considered. The advantages of using heavy-duty road trains in comparison with single trucks are shown. Additional energy sources for a standard engine (diesel or gas turbine engine for driving a three-phase generator), designed to overcome steep ascents and difficult road sections, are considered. The analysis of the turn of the road train is carried out. The advantages of ring and parallel circuit with individual control are shown. The analysis of the traction forces on the wheels and the spread of losses when turning the road train in a multi-engine drive are made. The traction and dynamic properties of road trains are presented. They characterize the limiting power and kinematic capabilities of road trains in various modes of movement. A search for a rational distribution of currents depending on the forces acting on the wheels and losses in the tires was made. The study of the turning of the vehicle was carried out. The values of currents, the magnitude of the spread of currents and their influence on the efficiency were calculated. The economic characteristics of road trains were determined. A methodology and algorithms for calculating losses and efficiency were developed. An algorithm for calculating at equal currents is presented. Calculations of the efficiency at various speeds and turning radii when the road train is moving are carried out. The analysis of the efficiency at the equality of currents and powers when the speed of movement is changed was made. Various design and technological measures are proposed to improve the technical characteristics of the road train.

Розвиток малого бізнесу і підприємництва в країні призвели до збільшення потреби в причепах, які використовуються разом з легковими автомобілями і автомобілями малої вантажопідйомності. Вказана обставина ставить завдання збільшення обсягів виробництва причіпної техніки даного виду, скорочення термінів проектування і початку виробництва нових моделей. Разом з цим несуча конструкція кожного виробу повинна володіти високою міцністю, довговічністю і забезпечувати безпечний рух малотонажного автомобільного поїзда в цілому. Особливістю несучої конструкції одновісного причепа є наявність дишла, яке сприймає частину ваги причіпної ланки з вантажем, що перевозиться, і забезпечує зв'язок між автомобілем-тягачем і причепом. У зв'язку з цим, до дишла причепа висуваються високі вимоги по міцності і довговічності. Відмінність конструкції дишла одновісного причепа від рами транспортних машин великої вантажопідйомності не дозволяє використовувати традиційні методи і способи підвищення міцності і довговічності даного елемента, які неминуче призведуть до збільшення розмірів дишла, його маси і вартості виготовлення, що абсолютно неприпустимо в умовах масового виробництва. Викладені вище обставини вказують на актуальність методів оптимізації масових, геометричних параметрів та пружних характеристик підвіски одновісних причепів під типові умови експлуатації малотоннажних автомобільних поїздів, що враховують особливості конструкції дишла. Ключові слова: малотонажний автопоїзд, причіпна ланка, конструктивні параметри, несуча конструкція, дишло, навантажувальні режими, міцність, довговічність.

In modern conditions of operation of military vehicles in the technical units of military units, there are difficulties in determining the ability of the repair bodies of these units for maintenance and repair of military vehicles. Accordingly, there are difficulties in making planned maintenance decisions, namely: determining the number of daily maintenance posts, numbered maintenance, and maintenance. The aim of the article is to find approaches to automate the processes of management of maintenance and repair of military vehicles, with further implementation. Hardware-software (automated) complex in case of its application allows to collect statistics of repair works by types of equipment (groups of operation) and to automatically calculate forecasts of failures of equipment in armies, its assembly units, units, and details. The complex also allows you to accumulate a history of procurement and receiving of the necessary spare parts, calculating it’s and automatically provide with the necessary information on possible procurement options to the system operator. The automation of the technological process is realized by the decision-making algorithm based on the processing of the initial data concerning the object and the environment. An example of decision-making automation are operations in the field of operation of rolling stock of trucks, where the algorithm for selecting road trains for the transport of bulky goods in order to minimize energy costs for transportation is described. Adaptation of the provided information to the peculiarities of the functioning of the military department will increase the efficiency of maintenance and repair work, as well as reduce the financial costs of organizing the production and technical base of the repair unit of the military unit to perform various types of repairs.

Over the past decade, in the countries of America, Turkey and in some European countries, the Bus Rapid Transport (BRT) system has been developing as a new type of passenger transportation, which involves the movement of buses along specially designated and often fenced lanes, that is, its complete isolation on the road from other modes of transport To increase passenger capacity in the BRT system, three-link buses and trolleybuses are used. Along with the undoubted advantages of three-section articulated buses and trolleybuses, they also have disadvantages of worse maneuverability and driving stability in comparison with two-section ones. In addition, the operating efficiency of such machines is closely related to the passenger traffic, which can vary significantly during the day. An analysis of the organization of transportation shows that a road train consisting of two (or three) buses or trolleybuses operating in a coupling, the passenger capacity of which is similar to articulated buses and trolleybuses, may become promising. During peak hours, a bus train operates, and during between-peak periods, each bus operates separately (one bus can be parked at a designated area). Conducted theoretical studies have proved the expediency of using a three-link trailed road train in the BRT system, consisting of three MAZ-206 buses of the same type with a total length of up to 26 m and a capacity of up to 220 passengers. Calculations have proven that the power of two engines is sufficient for the movement of such a road train in the entire speed range, that is, one of the buses can be used as a passive trailer, which will lead to an improvement in the fuel efficiency of the bus train. It was theoretically established that in terms of maneuverability, a three-link trailed road train significantly exceeds a three-link articulated bus.

In this paper, we consider the problem of a road train path-following on a curved path with an optimal velocity. To solve the problem, we propose a control algorithm based on the coupled model predictive control strategy. Model predictive control assumes the computation of a control sequence by solving an optimal control problem on a finite horizon for a current state of a nonlinear time-varying system. We use the truck steering angle and road train acceleration as control inputs. We describe the road train longitudinal and lateral dynamics using an implicit nonlinear model in continuous time. To derive a discrete linear time-varying state-space prediction model describing the deviations of system dynamics from a reference path we use the Euler method to discretize the original system and compute analytical formulae for its Jacobian by MATLAB Symbolic Math Toolbox. We calculate the reference path and corresponding reference values of the state vector applying the well-known geometric techniques, which utilize the path coordinates and its curvature information. We take the reference values of a truck and a semitrailer yaw angles to be equal. Thus, the reference value of the jackknifing angle is zero. The calculations of reference velocity take into account its skid and rollover limits. To validate the proposed path-following algorithm on the road train we design a simulation model in Simulink. The paper presents the simulation results of testing the movement of a road train along a given path for various values of the reference speed. We show that the algorithm provides high enough reference path-following accuracy, vehicle reference speed tracking, and low values of the jackknifing angle on the speed values up to 18 m/s and curvature radii down to 250 m. The proposed algorithm can be used in ADAS-systems and autonomous vehicles development.

The movement of the car in the traffic on intercity routes was investigated. Traffic should be energy efficient, safe and comply with the desired schedule. A method for analyzing the input data flow based on a simulation model has been developed. The proposed simulation algorithm is based on the use of available information resources for driving a car. Traffic control involves choosing a speed with known road and traffic restrictions. The presented algorithm allows to consider the expediency of each of speed increase opportunities over the forecast horizon. The content of the algorithm is the optimal redistribution of time resources. Indicators of control quality are absolute deviations from the optimal energy-saving program of free movement and from the planned schedule. The movement of a freight road train on the long-distance highway E−371 was performed. It was found that the total amount of information increases with increasing distance of scanned traffic. However, the share of reliable information is reduced. It was found that the dependence of the quality of vehicle traffic control on the size of the forecast horizon is piecewise-continuous. The dependence has an extreme value of the horizon in each continuous section, at which the deviation from the optimal program is minimal. The obtained results can be applied in modern intelligent transport systems. The research results make it possible to develop and adhere to optimal long-term traffic programs on highways. It solves the problem of managing large data streams. Large amounts of information for forecasting can be submitted in parts with reasonable frequency using the developed methodology

Road safety is mainly determined by indicators of active and passive safety, road conditions and the experience of drivers of vehicles. When considering active safety, automobile trains (AP) have a greater degree of danger compared to single vehicles, which worsens such operational parameters as maneuverability, controllability, and stability of the road train [1–3]. Improvements in the above operational parameters are possible with the modernization of the traction coupling device of the road train [4]. The aim of the study is to develop a traction coupling device design that could change the distance between the tractor and the trailer during straight-line and curved movements. Безопасность дорожного движения в основном обусловливается показателями активной и пассивной безопасности, дорожными условиями и опытом водителей транспортных средств (ТС). Если рассматривать активную безопасность, то автомобильные поезда (АП) имеют большую степень опасности, по сравнению с одиночными ТС, что ухудшает такие эксплуатационные показатели, как маневренность, управляемость и устойчивость АП [1–3]. Улучшения вышеуказанных эксплуатационных показателей возможно при модернизации тягово-сцепного устройства (ТСУ) автопоезда [4]. Целью работы является разработка конструкции ТСУ, которая могла бы изменять расстояние между тягачом и прицепом при прямолинейном и криволинейном движениях.

Целью магистерской диссертации является создание и обоснование конструкции стабилизирующего тягово-сцепного устройства для легкового автомобиля для повышения безопасности движения автопоезда. Практическое значение работы заключается в том, что была предложена новая принципиальная схема стабилизирующего тягово-сцепного устройства с наклонным шкворнем (крестовиной), создана и рассчитана реальная конструкция устройства. В магистерской диссертации изучены теоретические основы движения автопоезда, проведен обзор конструкций и разработок в области увеличения устойчивости движения принципиальные схемы и конструкция стабилизирующего тягово-сцепного устройства, созданы реальная и математическая модели сцепки с применением устройства, проведены расчёты, а также дано технико-экономическое обоснование проекта. The aim of the master's thesis is to create and substantiate the design of a stabilizing traction device for a car to improve the safety of the road train. The practical significance of the work lies in the fact that a new schematic diagram of a stabilizing traction coupling device with an inclined pivot (crosspiece) was proposed, the real design of the device was created and calculated. In the master's thesis, the theoretical foundations of the movement of a road train were studied, a review of designs and developments in the field of increasing the stability of movement was conducted, schematic diagrams and the design of a stabilizing traction coupling device were created, real and mathematical models of coupling using the device were created, calculations were carried out, and a feasibility study of the project was given.

The paper considers the problem of controlling the movement of a road train along a curved trajectory with an optimal speed, taking into account the restrictions on the control actions and the road train jackknifing angle. We formulated the problem of the road train motion MPC-control. We propose a prediction model and formulas for calculating the reference states and control inputs. The article presents the results of testing the movement of a road train along given trajectories at various values of the reference speed. It is shown that the algorithm provides sufficiently high accuracy of following the trajectory, maintaining the speed close to its reference value. The developed algorithm can be used in the future to develop systems of active driver assistance systems and autonomous road trains.

In this paper we consider the problem of a road train dynamic parameter estimation, specifically the truck and semitrailer axle sideslip angles, and road train jackknifing angle. We introduce a state-space linear model of road train planar motion obtained via the analytical linearization of the nonlinear model under the assumption of small slip and jackknifing angles. For this state-space linear model, we devise a linear functional of its state variables to calculate the slip and jackknifing angles. Using these proposed state-space models and linear functional of its states we design a functional observer to estimate the slip and jackknifing angles. Finally, analyzing the computer simulation results, we show that the proposed algorithm of the slip and jackknifing angles of a road train estimation works fairly well, with low estimation error, even under quite difficult driving maneuvers.

The work is dedicated to the substantiation of design schemes of platform-cars for the organization of road-trains and wheel engineering transportation by railway. In the paper the analysis presented of rolling-stock designs for the organization of road-train and wheel equipment transportation, legislation requirements, a standard legislation for designing rolling-stock, requirements of transport operators and a logistic infrastructure existing in the country allowed formulating criteria for the choice of an efficient design scheme of a platform-car. In accordance with the criteria accepted there are offered three versions for the design of cars. In the first two versions of platform-cars there is foreseen a lower stationary platform on a based length. The difference of the second version consists in the application of a bearing element in a truss structure as a basic one. For both designs there are obtained utility patents. The third version provides for the presence of a load lifting platform. For the substantiation of an efficient design of a platform-car there is carried out an analysis of operation engineering-economic properties, values of driving dynamics, strength, fatigue life and a life cost of three car versions under consideration. The comparison of designs according to all parameters mentioned allowed defining the fact that taking into account the specificity of the domestic legislation, requirements of standard-regulation documentation for rolling-stock designing, and also the interests of transport operators the most efficient design scheme is a platform-car with a stationary lower level of a load platform on a base length and a bearing design of a truss type.

Nowadays, methods ensuring non-stop traffic do not take into account the number of out-group vehicles located in front of an intersection, waiting for the green light, the geometry of road network junctions, and specifics of traffic management at them. The existing methods propose to apply empirical formulas that do not account for the above-mentioned features of intersections and approaches to them. Besides, route vehicles in a flow and their capacity, trucks and road trains, and the possibility of sharing lanes by both kinds of vehicles have a large influence on the operation of traffic lights. Due to these disadvantages, a traffic flow moving in a coordinated mode stops despite the green light. The article develops a method for calculating the duration from the moment when the green light is turned on at the previous road network junction to the moment when the green light is turned on at the next intersection. The method allows using existing video surveillance systems to monitor traffic and obtain information on traffic conditions changing in real-time and the exact number and real structure of the out-group traffic flow. It is proposed to ensure non-stop coordinated traffic using dynamic road signs indicating the upper speed limit at a road section towards a signal-controlled road network junction.

According to the recommended ratio between the number of buses of different classes used in large cities, three-quarters of the bus fleet of a city with a population of more than 1 million inhabitants should be buses of large and especially large class. The greatest effect of using buses of large and especially large class is achieved in the BRT system. The use of multi-link both freight and passenger trains should be confirmed not only by progressive transport legislation, but also by solving certain technical problems aimed at ensuring the high safety of trains and the entire traffic flow. At the same time, it is very important to ensure the stability of the vehicle in boundary modes so that it remains within the overall corridor. Conducted studies to date have proved that the most dangerous in terms of ensuring the stability of the road train in emergency braking is the onboard non-uniformity of braking forces, and with increasing the initial speed of braking, non-uniformity of action of the brake mechanisms on wheels of the same axles of cars and road trains, significantly angular deviations. It is shown that a generic parameter characterizing the stability of straight-line movement of a three-lane metro bus in braking mode should be taken to be the initial speed of movement at which the bus and trailer links do not extend beyond the width of the lane. According to this criterion, the initial braking speeds are obtained, which ensure the stability of the metrobus with both a guided and an unmanaged second trailer. These velocities were 12.5 and 16.5 m / s, respectively, when the coefficient of adhesion of the wheels to the support surface within j = 0.7 and the moment of non-uniformity of the braking forces on the axles of the trailers within 8000 Nm were respectively. This must be taken into account when determining the stability of the metrobus in braking mode.

When designing a wheeled vehicle, the designer’s task is to form its performance properties in various modes of movement. Due to the necessity to ensure maximum deceleration in given road conditions and, consequently, maximum (or relatively equal to maximum) braking forces on the wheels, the movement of a wheeled vehicle in the braking mode acquires a special status. It is known that such important performance properties of vehicles as braking dynamics, on the one hand, as well as stability and control, on the other hand, are in opposite conditions in terms of relative wheel slip. Thus, the improvement of some properties by changing the relative slip leads to the deterioration of others. Therefore, when forming the performance properties of vehicles in the braking mode, the designer faces the task of choosing a reasonable compromise, to achieve which it is usually necessary to sacrifice braking dynamics to ensure the required stability and control. The main task of forming performance properties is to determine to what extent this sacrifice will be justified (without maintaining stability, it makes no sense to talk about braking dynamics). Thus, due to the selection of the control structure on individual axles of a motor vehicle (especially for multi-axle cars and road trains), it is possible to ensure the required turnability and the formation of the performance properties in the braking mode, depending on the operating conditions and design of the motor vehicle (mainly, the speed range and layout features). Studies show that almost the same performance properties can be achieved with significantly fewer elements of an automated system, which certainly has an economic impact. This is particularly important for multi-axle cars and road trains. One of the tools for control structure analysis is virtual-physical modeling technology

Introduction: a widespread approach to the transportation of large-sized and heavy-weight indi-visible cargo on roads and terrain is the use of multi-axle wheeled transport complexes, which are road trains. At the same time, due to the significant overall dimensions, one of the most important properties of such machines is agility, that is, the ability to move along a trajectory of large curvature in a limited area, which is especially important in loading / unloading zones. Subject of research: the article presents an approach to predicting the indicators of curvilinear movement of multi-axle wheeled road trains, based on the application of the method of mathemati-cal modeling of the dynamics of body systems. Methodology and methods: the essence of the method is to create a mathematical model of the movement of a road train, represented by a system of rigid bodies, which are interconnected by kin-ematic and power connections. The simulation model developed within the framework of the study makes it possible to take into account with high accuracy the peculiarities of the interaction of the wheel propeller with the supporting surface, the redistribution of normal reactions between the sup-port modules, as well as the force factors arising in the coupling device and ensuring the interaction between the tractive vehicle and the trailer link. The mathematical description of the interaction of the propeller with the ground is based on the concept of “friction ellipse”. Using the presented mod-el, an assessment of the turnability of a wheeled road train equipped with a trailed link with swivel and non-swivel wheels was carried out. The required width along the tracks of the outer (running in) and inner (lagging) wheels was used as an assessment criterion. To assess the feasibility of using a trailed link with fully steered wheels and, accordingly, complicating the design of the machine, an additional assessment of the required power of the steering drive was carried out. Results and scientific novelty: a mathematical model of the dynamics of a road train was de-veloped. It makes possible to predict with high accuracy the indicators of curvilinear movement of wheeled vehicles, as well as to estimate the required power of the steering drive. Practical significance: a mathematical model of road train movement was developed, which al-lows a wide range of tests to be carried out to assess not only the indicators of curved-linear move-ment, but also the mobility of wheeled vehicles of any configuration as a whole.

The article discusses the prospects for the development and use of SRT (small-tonnage road trains) with a controlled coupling device developed and confirmed by the application (2018137360) of Volgograd State Technical University and Federal Scientific Agroengineering Center VIM. Small-tonnage road trains in terms of noise, ecology and fuel consumption are much superior to main-line trains when used in megacities, as well as in difficult road conditions. An increase in the number of small enterprises in recent years, including enterprises engaged in agriculture, maintenance of greenhouses, retail outlets, hunting and the provision of services in this area, increases the need for small trailers used in conjunction with automobiles. A controlled hitch allows eliminating «wobble», as well as providing the ability to steer in reverse. In various sectors of the national economic activity, SRT has advantages in servicing small enterprises, cooperatives, greenhouses and agricultural enterprises. Among other things, it does not require retraining of drivers and a quick payback time of less than 3 months. SRT is a universal type of transport. This is achieved by the development of various trailed platforms necessary to carry out various types of work. It can also be a trailed mini-plant for processing and recycling waste from agricultural enterprises (cowsheds, poultry farms, greenhouses, etc.). A possible option is a mini workshop, a kitchen, a mobile first-aid post for servicing workers engaged in sowing, cleaning, etc. In connection with new trends in the development of road transport, it is advisable to develop SRTs in an automated control option, through GLONASS using the Skif and Scout systems, as well as the trailer’s ability to independently move in geopolation mode for various tasks. With all the obvious advantages, there are negative phenomena that require thorough study and the possibility of eliminating these phenomena. Studies require the movement of a SRT with a high trailer when exposed to large or cyclic lateral forces, as well as the exclusion of wobble when moving along a longitudinal track and when overtaking.

The article considers the transport and logistics system (TLS) with routes passing through sea and river basins, which is designed to enhance the possibilities of transportation. With the help of such multimodal routes, the country will receive a transport network with much greater throughput, which will ensure sustainable growth rates of the regional economy. The authors solve the problem of developing methodological approaches to justifying the need for the fleet, adapted to the conditions of transportation of road trains on ferries of ro-ro type following the emergence of new sea transport routes. A model calculation of the need for a fleet for a cargo line of TLS using sea and river vessels is provided.

The paper analyzes the topicality of the research topic, identifies goals, objectives, subject and object of research. The analysis of known studies related to the study of the characteristics of the formation of the air resistance force during the movement of such vehicles as long-haul trains is given. Based on the analysis of the state of knowledge of the issue about the factors influencing the geometric parameters of road trains on aerodynamic drag, the relevance of the study is substantiated, their goal and objectives are formulated. As a result of the analysis of the methods and means of known studies, it was determined that the use of the method of physical modeling would be the most appropriate from the point of view of cost and complexity. An experimental setup has been created, which consists of a fan, an air flow rectifier and a scale model of an articulated train mounted on a special frame, as well as a device for measuring the air resistance force. Analytical studies have shown that the presence of gaps between the elements of the train (semi-trailer and trailer, tractor and trailer) significantly affects the amount of air resistance force, and, consequently, the energy consumption to overcome it. It is shown that the existing methods for calculating the magnitude of the force of air resistance do not take into account these features. The results of experimental studies have confirmed the need to eliminate these gaps. The measures to reduce the force of air resistance of road trains are proposed.

The article provides information about using software for determination off tracking and trajectory movement of trucks. It describes experiment of determination of trajectory movement of trucks, using GPS system, to assess the compliance of similar models of the movement of road trains in computer-aided road design systems. Experimental study was conducted using truck KAMAZ 54115 and semi-trailer M 9397 in real road conditions. There are presented and compared results of the study of movement trajectories of road trains with results obtained of the Auto TURN software package application. Discrepancy between the curves is explained. As the difference in AutoTURN data in comparison with experimental values does not exceed 4.07 %, which, given the very similar nature of the curves, can be considered valid. As a conclusion the use of AutoTURN software package is validated for determining dynamic dimension of cars and for modelling trajectory of movement, not only for road trains, but also for all types of vehicles in the area of their design.

The object of the study is the production and technological processes of international road transport (PTP IRT) according to the innovative approach and the conceptual idea of technical and technological energy saving in motor transport. Predictive assumptions about the development of the object of study–the realization of the possibilities of operational-simulation and technical-evolutionary method of complex analysis of transport energy efficiency of road trains and production and technological processes of international road transport in the practice of international road transport. In the course of the research the operational-simulation and technical-evolutionary method of complex analysis of transport energy efficiency of road trains and production-technological processes of international road transportations was considered.As an example, the influence of changes in such a design parameter of the road train as the gear ratio of the main transmission of the tractor on its transport energy efficiency, as well as fuel and energy consumption of the road train DAF FT95.360 (Netherlands) in the test trunk operation (atαg=0). It is established that when the value of the gear ratio of the main transmission (Uo) increases, the value of the energy efficiency indicator (Pe) varies from 0.55 to 0.58. The greatest value of energy efficiency is atUo=2.846. It is determined that when the value of the gear ratio of the main transmission (Uo) increases, the value of the energy consumption indicator (Ac) increases, and the minimum value of 3.2 MJ acquires the value of the gear ratio of the main transmission – 2.846.It was found that when the value of the gear ratio of the main gear (Uo)increases the fuel consumption (Qc) increases and acquires a maximum value of 3496.84 g with the value of the gear ratio of the main gear–4.39. The minimum value of fuel consumption of 1684.2 g is achieved when the value of the gear ratio of the main transmission 2.846. The results of the study can be used to implement systemic and conceptual innovation management in the field of international road transport.

The article discusses the influence of the road longitudinal slope on variation in reaction forces on the wheels of the road train. The description of the longitudinal slope of the road and methods of its determination are given. The design diagram of the forces and moments acting on the road train during its movement uphill and downhill is presented. Equations for calculating the change in the load on the three axles of the road train, depending on the longitudinal slope of the road and the mode of movement, are presented. Based on the calculation results, graphs were constructed to illustrate the change in loads on three axles of the road train. The results show that the changes in the normal reactions on the front axle of the road train are significant, affecting the braking properties and driving safety of the vehicle. The scheme for calculating the variation in loads on the axles of a road train can be used to automatically adjust the braking forces between the wheels depending on the loads and thereby ensure traffic safety.

The problem of determining stationary modes of a double road train consisting of when a two-axle tractor and a semi-trailer is considered. The set of stationary modes of the system with different values of the front wheels turning angle are defined (linear and non-linear wheel slip hypothesis are considered). Different stationary modes has been determined by using different methods: for a non-linear model with the linear tread distortion theory. The linear model obtained the analytical dependencies of the phase variables on the turning angle of the guided wheels, for a non-linear model with non-linear wheel slip theory – iterative method. The paper aims to define the set of stationary states of the double road train model when the controlled parameters are changed when using different methods and to analyze the results obtained. The peculiarity of this work is represented by the software-computational base, which makes it possible when based on the linear wheel slip hypothesis to investigate all the variety of the stationary states of the road train model when the controlled parameters of the system change. The software in the Maple software package is developed. It enables justifying the choice of the gear ratio value of the semi-trailer axle control mechanism in the triple road train with the controlled semi-trailer and the hard steering of the semi-truck, which provides fitting into a standard annular floor and stability of rectilinear movement in a given speed range.

The problem of determining stationary modes of a double road train consisting of when a two-axle tractor and a semi-trailer is considered. The set of stationary modes of the system with different values of the front wheels turning angle are defined (linear and non-linear wheel slip hypothesis are considered). Different stationary modes has been determined by using different methods: for a non-linear model with the linear tread distortion theory. The linear model obtained the analytical dependencies of the phase variables on the turning angle of the guided wheels, for a non-linear model with non-linear wheel slip theory – iterative method. The paper aims to define the set of stationary states of the double road train model when the controlled parameters are changed when using different methods and to analyze the results obtained. The peculiarity of this work is represented by the software-computational base, which makes it possible when based on the linear wheel slip hypothesis to investigate all the variety of the stationary states of the road train model when the controlled parameters of the system change. As a result of the simulation of the motion of the road train, the values of phase variables of the received modes it can be concluded that near the rectilinear motion (wheel slipper interval -0.2

During the last decades, improved sensor and hardware technologies as well as new methods and algorithms have made self-driving vehicles a realistic possibility in the near future. At the same time ...

The transport process of servicing the incoming flow of orders for long-distance freight transportation has been carried out. It was found that the problem of motor vehicles using on long-distance routes is that there are prolonged downtime at loading points while waiting for an order. On the other hand, many orders remain refused due to the lack of free and available transport. Imitation modeling of the activity of the truck carrier is applied, provided that it interacts with the cooperative partners. The model reflects possible actions of the automobile enterprise in cooperation with partners. As the number of transportation orders increases, the carrier leases additional trucks that are used on a "just in time" and "exactly where needed" principle. Inbound orders have a priority of execution. Priority orders are those, which have a longer ride, more traffic, and have a non-random, cyclical nature. When ordering additional vehicles, the number of refused orders increase, as well as the duration of the rides with the cargo. Instead, the unproductive downtime of vehicles is decreasing. The regularity of the change in the number of refusals in transportation and the duration of downtime of its own and rented fleet of road trains have been revealed. The number of leased vehicles required increases to a certain extent with the intensity of the inbound order flow. The quality of customer service is estimated by the refuse rate, the minimum numerical value of which indicates high quality and that the company takes care of customers. The simulation model also took into account the availability of valid orders, so called time windows. Due to the availability of such volume of order information that has arisen, but has not yet been fulfilled, it is the basis for the relocation of the transport to the points, where it is most likely to be loaded. During the reproduction of the transport process an idle run of trucks is allowed. To verify the adequacy of the model, we used practical data on single bulk carrier service in the south-east and central regions of Ukraine. The situation is modeled when the carrier has 6, 12, 28 own vehicles on this territorial transport network, and with the increase in the number of orders - leases additional ones. On the basis of the revealed patterns, the task of structural optimization of the transport process is formulated.

The European Modular System (EMS) is introduced to allow increased vehicle length and weight for road freight transport. Directive 96/53EC defines the types of combinations for this modular concept. This study concentrates on the Type-3 EMS so called "road train" including truck, dolly and semi-trailer combination. To get an idea about the effect of this long module combination over the valuable goods transportation, three cases are defined for the dolly's front and rear suspension parameters, than 14-degree of freedom (DOF) half vehicle models are generated in order to observe the dynamic characteristics of the road-train for these three cases. Modal and transient analyses are performed and vertical displacement responses are obtained from front , middle and the end of the semi-trailer's nodal points. Pitch angles of the semi-trailer body are also demonstrated. The change in the bounce responses and the pitch angles are interpreted for all three cases.

The complexity of controlling the road train is due to pronounced nonlinearities, as well as the instability of the control object under reverse motion, often leading to a phenomenon known as jackknifing. Because of this, the task of controlling their motion is relevant, both from the theoretical point of view and from the point of view of the practical implementation of software motion with given constraints. The task of controlling the motion of a road train with a semitrailer under the assumption of non-holonomic constraints (the absence of lateral slippage of support wheels) has a great theoretical and applied significance. Research in this field is stimulated by numerous applied problems. For road trains, the location of the towing device behind the rear axle (off-axle hitching model) is quite typical. This model is used in this study. For this model, management and planning methods are proposed, using a diverse mathematical apparatus. Among the most frequently used methods, let’s select the methods of feedback linearization and chain systems, and methods are used, which are exclusively due to the geometric features of the model kinematics formulated in cascade form. Synthesis of control laws can be performed after the linearization of the model by state feedback, using the Lie algebra apparatus, fuzzy logic, using linear-quadratic controllers, nilpotent approximation, and so on. Studies have been carried out on the state of solving the problem associated with the reverse motion of a road train consisting of a hauler and a semitrailer with a coupling sideshift. The synthesized stabilizing control allowed to study the features of such model, determined by its linear dimensions and dynamic parameters. In this study, one of the possibilities of stabilizing the reversal motion of the dynamic model of a two-link road train on a rectilinear and circular track is considered. Synthesis of the stabilizing control is obtained for the case of rectilinear motion, hauler, stable circular stationary regimes are realized. The obtained theoretical relationships that determine the properties of the crew's ability to rotate when moving in reverse, allow the latter to be used when the algorithm is implemented.