Journal of Mechanical Engineering and Transport最新文献

{"title":"Terminology of the morphological environment for the modelling of technical systems","authors":"Roman V. Zinko, Yurii U. Skvarok, Viktor E. Martyn, Andriy P. Polyakov, Yaroslav V. Saftyuk","doi":"10.31649/2413-4503-2023-18-2-63-72","DOIUrl":"https://doi.org/10.31649/2413-4503-2023-18-2-63-72","url":null,"abstract":"Unlike the words of the language of common goals, the appearance of the term goes through a more complicated path and is connected with a new phenomenon of reality, so it is not spontaneous. The term, unlike the words of natural language, always describes a single, strictly defined set of material objects or their interactions and relationships. Each term has a strict definition that conditions such unity, and to understand a term it is necessary to know both its own definition and the definitions of all the terms used in its definition, down to the basic, undefined, concepts. The appearance of the term, unlike the words of the language of common goals, goes through a more complicated path and is not spontaneous, as it is connected with a new phenomenon of reality, the nomination of which is one of the links of the process of cognition. The rapid formation of new disciplines entails the need for its own terminology. \u0000The article analyses term formation for the direction of modelling technical systems using the morphological environment. Various ways of forming terms are considered, the main of which are: formation by word-forming derivative - creation of new words from morphemes available in the language according to known (usually productive) models; by means of a semantic derivative, in other words, the formation on the basis of the similarity of a newly called phenomenon with a phenomenon already known in an already existing word of another meaning; by borrowing words from other languages. An example of creating a thesaurus is given. The ways of forming terms are considered: by way of word-forming derivative; by way of semantic derivative; due to the borrowing of words from other languages, the algorithm and peculiarities of the implementation of each method are analysed. \u0000The authors give the classification of terms and the scheme of the process of formation of terms, also the algorithm of using related terms between related disciplines is given, it is emphasized that the possibility of using terms between related disciplines is observed. \u0000An interdisciplinary approach is implemented where the methodology and theoretical foundations of different sciences, in particular disciplines far from each other, are jointly used to study the same phenomenon. An interdisciplinary approach creates the possibility of using terms between related disciplines. The process of such use is shown.","PeriodicalId":157730,"journal":{"name":"Journal of Mechanical Engineering and Transport","volume":"139 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-02-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139837904","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Theoretical foundations of using three-link road trains for freight transportation","authors":"V. Sakhno, Serhii Tsymbal, Victor Poliakov, Igor Murovanyi, S. Sharai, Maksym Roi","doi":"10.31649/2413-4503-2023-18-2-155-167","DOIUrl":"https://doi.org/10.31649/2413-4503-2023-18-2-155-167","url":null,"abstract":"Today, in the EU countries, three-link road trains of various layout schemes are used for freight transportation, in particular semi-trailer, trailer on a rolling cart and «B-Dauble» type, which helps increase the efficiency of the transportation process. The total weight of such road trains is the same and is at the level of 60 tons, and the length is up to 26 m. The satisfactory maneuverability of a three-link road train is expressed in the ability to fit it into all the turns found on the traffic routes and to maneuver (make turns and, if necessary, move reversing) at the loading and unloading points. Therefore, the comparative evaluation of the considered three-link road trains was carried out according to maneuverability. \u0000Among the existing maneuverability indicators for road trains, the overall traffic lane (GSR) and the ability to move in reverse are the most important. The trajectories of the links of the road train, which determine the GSR, are obtained by solving the differential equations of motion for the road train of the «B-Double» type with all controlled axles, on the basis of which all other layout schemes are considered, during the circular motion of the road train. At the same time, it was established that only a three-link «B-double» type road train with a three-axle non-steerable first semi-trailer and a steerable second semi-trailer with a drive on its rear axle meets the requirements of Directive 2002/7/EC regarding maneuverability. Therefore, among the considered road trains, this type of road train may become promising. It has been established that the stable movement of the road train in reverse without assembling the links can be achieved by transferring the traction force to the rear steered axle of the semi-trailer. The necessary power of the engine installed on the rear axle of the semi-trailer was determined, provided the road train moves along a curved path, which was 65 kW. In the case of using the power method of turning the wheels of the rear axle of the semi-trailer, such engines must be located on each of the wheels. The necessary torque difference on the wheels of the axle of the semi-trailer, which corresponds to the angle of rotation of its steered wheels, is determined, under the condition of movement when moving along a curve of a given radius. Thus, at a fixed turning speed of v = 2 m/s when moving along curves of a small radius, the difference in torques on the axle of the semi-trailer should vary within 370–1050 Nm, which are provided by the adopted motor-wheels.","PeriodicalId":157730,"journal":{"name":"Journal of Mechanical Engineering and Transport","volume":"534 4","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-02-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139839032","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Theoretical foundations of using three-link road trains for freight transportation","authors":"V. Sakhno, Serhii Tsymbal, Victor Poliakov, Igor Murovanyi, S. Sharai, Maksym Roi","doi":"10.31649/2413-4503-2023-18-2-155-167","DOIUrl":"https://doi.org/10.31649/2413-4503-2023-18-2-155-167","url":null,"abstract":"Today, in the EU countries, three-link road trains of various layout schemes are used for freight transportation, in particular semi-trailer, trailer on a rolling cart and «B-Dauble» type, which helps increase the efficiency of the transportation process. The total weight of such road trains is the same and is at the level of 60 tons, and the length is up to 26 m. The satisfactory maneuverability of a three-link road train is expressed in the ability to fit it into all the turns found on the traffic routes and to maneuver (make turns and, if necessary, move reversing) at the loading and unloading points. Therefore, the comparative evaluation of the considered three-link road trains was carried out according to maneuverability. \u0000Among the existing maneuverability indicators for road trains, the overall traffic lane (GSR) and the ability to move in reverse are the most important. The trajectories of the links of the road train, which determine the GSR, are obtained by solving the differential equations of motion for the road train of the «B-Double» type with all controlled axles, on the basis of which all other layout schemes are considered, during the circular motion of the road train. At the same time, it was established that only a three-link «B-double» type road train with a three-axle non-steerable first semi-trailer and a steerable second semi-trailer with a drive on its rear axle meets the requirements of Directive 2002/7/EC regarding maneuverability. Therefore, among the considered road trains, this type of road train may become promising. It has been established that the stable movement of the road train in reverse without assembling the links can be achieved by transferring the traction force to the rear steered axle of the semi-trailer. The necessary power of the engine installed on the rear axle of the semi-trailer was determined, provided the road train moves along a curved path, which was 65 kW. In the case of using the power method of turning the wheels of the rear axle of the semi-trailer, such engines must be located on each of the wheels. The necessary torque difference on the wheels of the axle of the semi-trailer, which corresponds to the angle of rotation of its steered wheels, is determined, under the condition of movement when moving along a curve of a given radius. Thus, at a fixed turning speed of v = 2 m/s when moving along curves of a small radius, the difference in torques on the axle of the semi-trailer should vary within 370–1050 Nm, which are provided by the adopted motor-wheels.","PeriodicalId":157730,"journal":{"name":"Journal of Mechanical Engineering and Transport","volume":"23 2","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-02-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139779216","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Improvement of container terminal design methodology","authors":"Volodymyr G. Zahorianskyi, Mykola M. Moroz, Tetyana V. Haikova, Olga V. Tsymbal","doi":"10.31649/2413-4503-2023-18-2-56-62","DOIUrl":"https://doi.org/10.31649/2413-4503-2023-18-2-56-62","url":null,"abstract":"The purpose of the article is to develop a refined methodology for the general design of a container terminal. The difference between the proposed design methodology and the existing ones is that a solution is proposed to change its throughput (annual container flow passing through it), without changing the dimensions of the container yard and the way containers are stored, that is, with the same capacity of the container yard. Such cases occur, for example, when it is necessary to reconstruct a container terminal. Cargo terminals for containers are a specific area of logistics and cargo delivery systems, where cargo is processed in consolidated transport modules – containers. The main stages of analyzing or projecting a warehouse as a complex stochastic technical system should be considered: objective setting (it should be single); selection and determination of elements of technological areas and warehouse structure, as various connections between system elements; analyzing of system functioning (including its simulation); consideration of system interaction with surrounding environment; consideration of results of the warehouse system performance, and operation. It is interesting to point out that this general methodology can be used while creating or analyzing any other transformation of technical or social system, which receives a flow of some objects with one set of parameters, processes it through its structure, and gives them out with other values of parameters. \u0000This method of formalizing the functioning of the container terminal can be used for its calculations, modeling, research and optimization. In the processes of interaction with environmental systems, the container terminal passes from one state to another, which are characterized by the types and volume of technological operations that must be performed at the moment, cargo that must be stored, delivered to and from the terminal, assembled, sorted, business employee processes, forklifts, cranes and other equipment in use. The functioning of the container terminal (part of the warehouse system) as a procedure of transitions from one state to another can be represented in the form of a graph or transition probability matrix. \u0000 ","PeriodicalId":157730,"journal":{"name":"Journal of Mechanical Engineering and Transport","volume":"41 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-02-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139837547","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Safety study of a roundabout","authors":"Ihor Khitrov","doi":"10.31649/2413-4503-2023-18-2-175-182","DOIUrl":"https://doi.org/10.31649/2413-4503-2023-18-2-175-182","url":null,"abstract":"Roads ensure continuous, safe and convenient movement of vehicles. Intersections play a critical role in the road network in terms of capacity, service level and safety. They are designed in different sizes for different purposes and conditions and have their own defining characteristics that can affect their safety and ease of use. \u0000Particular attention is paid to roundabouts - where traffic slows down and becomes a one-way flow around a central island. Additional entrance and roundabout lanes improve transportation efficiency, but they also have an impact on safety. The safety disadvantage can be due to inappropriate driver behavior when approaching, circling, and exiting the intersection, as well as weaving maneuvers within the roundabout. \u0000The concept of turbo-roundabouts has emerged as a possible alternative to conventional multi-lane intersections, but the analysis of studies does not allow us to draw definitive conclusions about their effectiveness and safety, so it is recommended that such studies be conducted for specific road conditions. \u0000The paper proposes a design of a turbo-roundabouts to improve safety without reducing its efficiency at the intersection of international highways (European route E40 «Kyiv–Chop» and E85 «Domanove-Kovel-Chernivtsi-Terebleche») near the city of Dubno, where traffic accidents regularly occur. \u0000Among the different types of turbo-roundabouts, the basic turbo-roundabouts with a maximum capacity of up to 2,500 vehicles per hour and the largest traffic flow is taken as a basis. \u0000All geometric parameters correspond to the average size of a turbo intersection, take into account the overall dimensions of the truck, the speed of traffic and are built in accordance with the recommendations of regulatory documents of European countries specializing in their design. \u0000The designed turbo intersection with circular traffic has the best comparative option and will reduce the overall accident rate by 36 % and the number of injured people by 34 %.","PeriodicalId":157730,"journal":{"name":"Journal of Mechanical Engineering and Transport","volume":"26 18","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-02-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139778634","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Optimization of the transport and logistics system to simplify movement of population in rural areas","authors":"Ilya A. Vodolazskyi, Oleksii A. Vodolazskyi, Iryna A. Kyrychenko","doi":"10.31649/2413-4503-2023-18-2-32-37","DOIUrl":"https://doi.org/10.31649/2413-4503-2023-18-2-32-37","url":null,"abstract":"The purpose of the article is to examine existing data for the selection of survey areas, data collection for the mobile network at the level of travel chains, and analysis of travel patterns. Travel demand in three rural areas with different population densities is considered, and requirements for new mobility solutions based on demand and people's travel habits are established. \u0000Public transport plays a decisive role in the logistics of territorial communities of Ukraine. However, inadequate provision and implementation of technological advances have left rural areas behind and heavily dependent on private cars. This article describes how to improve the availability of transport services in rural areas, where the demand for travel is often underestimated. The demand for travel in three rural areas with different population densities was analyzed, and the requirements for new mobility solutions based on demand and people's travel habits were determined. \u0000There is a need to access a higher level of subsidies if on-demand mobility services cannot attract an adequate level of demand so that rural and semi-rural communities have access to the same level of services and opportunities available to urban areas. Most of these services are deployed in urban settings with high travel demand and population density. Research on regions with low demand is rarely considered. \u0000Many on-demand services are community-based, where demand is determined based on local knowledge and specific needs. Those mobility services that are more commercially oriented use qualitative market research to determine demand for specific population segments and specific locations. \u0000Social isolation is exacerbated by lack of accessibility, roads and public transport, but is also linked to socio-demographic factors. \u0000It is suggested that consideration be given to removing barriers to commercially viable new mobility services in rural areas by: using data-driven approaches to understand typical daily travel patterns; identifying new mobility services that can be deployed for commercial purposes and those that will require ongoing financial support to provide socially necessary services.","PeriodicalId":157730,"journal":{"name":"Journal of Mechanical Engineering and Transport","volume":"52 5","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-02-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139777412","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Ensuring and improving the reliability and efficiency of the road truck transportation process by building a failure tree of structural elements of the transportation system","authors":"Dmitry V. Golub, Viktor V. Aulin, Artem Zamurenko, Ruslan P. Kichura, Oleksandr U. Yuvzenko, V. Bilichenko","doi":"10.31649/2413-4503-2023-18-2-46-55","DOIUrl":"https://doi.org/10.31649/2413-4503-2023-18-2-46-55","url":null,"abstract":"It was found that to ensure and improve the reliability of transport systems, it is necessary to have an effective toolkit for identification and classification of their failures, the number for a given period of operation and the determination of the required number of structural elements in the form of participants. \u0000It is shown that the construction of a tree of their failures is an effective tool for identification and classification of transport system failures. The procedure for its construction and its implementation is presented on the example of a transport system for the transportation of rock mass for the production of crushed stone. A tree of failures of this system was built and the main directions of its activity were developed to ensure the technical serviceability of the rolling stock and prevent its failures. Attention is focused on the coefficient of technical readiness of the vehicle fleet, an analysis of various types of formulas for evaluating this complex indicator of reliability and ways to increase its level are provided. Factors affecting the reliability of the transport system are determined and their list is given. \u0000It was found that regardless of the mutual location of the elements of the transport system, it is difficult to assign any of them to the main category. At the same time, the main argument is that the failure of any structural element of the transport system can lead to its complete failure, with the exception of elements connected in parallel. \u0000A number of assumptions have been made regarding the formation of the organizational and production structure of a trucking company based on functional characteristics, when the grouping and selection of elements of the company's production system is carried out in accordance with the commonality of performed functions. Areas of activity of trucking companies to prevent failures in the transport system caused by technical malfunctions of rolling stock are given. \u0000It was established that based on the results of the analysis of possible failures in the transport system, the optimization of the number of elements of the structural and functional scheme of the production process of transportation is carried out, when solving the problem, the minimum necessary number of its participants is determined. At the same time, the optimization criterion is selected taking into account the cost of the transportation process, which includes conditionally constant and variable costs directly for the movement of the object of transportation and its terminal processing on the way of passage.","PeriodicalId":157730,"journal":{"name":"Journal of Mechanical Engineering and Transport","volume":"715 ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-02-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139836790","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Safety study of a roundabout","authors":"Ihor Khitrov","doi":"10.31649/2413-4503-2023-18-2-175-182","DOIUrl":"https://doi.org/10.31649/2413-4503-2023-18-2-175-182","url":null,"abstract":"Roads ensure continuous, safe and convenient movement of vehicles. Intersections play a critical role in the road network in terms of capacity, service level and safety. They are designed in different sizes for different purposes and conditions and have their own defining characteristics that can affect their safety and ease of use. \u0000Particular attention is paid to roundabouts - where traffic slows down and becomes a one-way flow around a central island. Additional entrance and roundabout lanes improve transportation efficiency, but they also have an impact on safety. The safety disadvantage can be due to inappropriate driver behavior when approaching, circling, and exiting the intersection, as well as weaving maneuvers within the roundabout. \u0000The concept of turbo-roundabouts has emerged as a possible alternative to conventional multi-lane intersections, but the analysis of studies does not allow us to draw definitive conclusions about their effectiveness and safety, so it is recommended that such studies be conducted for specific road conditions. \u0000The paper proposes a design of a turbo-roundabouts to improve safety without reducing its efficiency at the intersection of international highways (European route E40 «Kyiv–Chop» and E85 «Domanove-Kovel-Chernivtsi-Terebleche») near the city of Dubno, where traffic accidents regularly occur. \u0000Among the different types of turbo-roundabouts, the basic turbo-roundabouts with a maximum capacity of up to 2,500 vehicles per hour and the largest traffic flow is taken as a basis. \u0000All geometric parameters correspond to the average size of a turbo intersection, take into account the overall dimensions of the truck, the speed of traffic and are built in accordance with the recommendations of regulatory documents of European countries specializing in their design. \u0000The designed turbo intersection with circular traffic has the best comparative option and will reduce the overall accident rate by 36 % and the number of injured people by 34 %.","PeriodicalId":157730,"journal":{"name":"Journal of Mechanical Engineering and Transport","volume":"56 6","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-02-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139838266","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Electromagnetic danger of electric and hybrid vehicles","authors":"Alexey V. Bazhynov, M. Kravtsov","doi":"10.31649/2413-4503-2023-18-2-3-9","DOIUrl":"https://doi.org/10.31649/2413-4503-2023-18-2-3-9","url":null,"abstract":"The purpose of the article is to determine the impact of electromagnetic radiation from electric vehicles. Hybrid and electric cars emit extremely low-frequency electromagnetic radiation (EMR) or magnetic fields. Studies of EMF levels emitted by cars show that they pose a threat to human health. Measurements of the magnetic induction of internal combustion engine cars, electric cars, and hybrid cars confirm that the magnetic field induction of an electric car is twice as high as that of an internal combustion engine car and does not depend on the speed of movement. The magnetic field induction of a hybrid car is greater than that of an electric car and tends to depend on the speed of movement. The magnetic field induction during external charging of an electric vehicle in the cabin is much lower than when driving. The average value of magnetic field induction in the interior of an electric vehicle is 0.85 ± 0.18 μT; Coverage factor K = 2 at a confidence level of P = 0.95. The magnetic field induction of an electric vehicle is twice as high as that of a car with an internal combustion engine and does not depend on the speed of movement. The average value of magnetic field induction in the interior of a hybrid car is 1.28 ± 0.61 μT; Coverage factor K = 2 at a confidence level of P=0.95. The magnetic field induction of a hybrid car is higher than that of an electric car and tends to depend on the speed of movement.The conducted studies show that electrical equipment in electric vehicles and, in particular, in an electric car and a hybrid car is a source of alternating EMF with strong temporal and spatial heterogeneity in the frequency range from 0 to hundreds of megahertz. This is due to the fact that the MF in an electric vehicle and a hybrid car is a superposition of fields from many sources. The direct sources of MF in electric vehicles are traction motors, rechargeable traction batteries, current-carrying elements, various electrical equipment, such as starting and braking resistance, group switches, rheostat units, electrical circuits for ventilation, lighting, heating, etc. Electronic devices on board are usually higher-frequency than MFs due to changes in the driving mode of electric and hybrid vehicles.","PeriodicalId":157730,"journal":{"name":"Journal of Mechanical Engineering and Transport","volume":"19 ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-02-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139838047","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Influence of the geometric parameters of the vehicle on its aerodynamic characteristics","authors":"Dmytro B. Begerskyi, Ivan V. Vityk, Andriy O. Koval, Serhii V. Tsymbal","doi":"10.31649/2413-4503-2023-18-2-10-15","DOIUrl":"https://doi.org/10.31649/2413-4503-2023-18-2-10-15","url":null,"abstract":"In the article, the authors analyzed the relevance of the research topic, defined the goal, task, subject and object of the research. They also provided an analysis of well-known studies related to the study of the peculiarities of the formation of air resistance during the movement of motor vehicles. On the basis of the analysis of known studies on the factors affecting the geometric parameters of road trains on aerodynamic resistance, the relevance of the studies is substantiated, and their purpose and tasks are formulated.The purpose of the article is to determine the influence of geometric parameters of road trains on their aerodynamic characteristics and, as a result, on fuel consumption, and therefore on the cost of transport work. The tool for researching this issue is software, which will be used to conduct a number of experiments. Every year, road trains move millions of kilometers of various goods, and on such a scale, the price of each individual kilometer plays a very important role. Based on the analysis of the power balance equation, it can be concluded that a significant part of the engine power is spent on overcoming air resistance, and the higher the speed of the road train, the greater this resistance.The relevance of research lies in the possibility of reducing costs through the adoption of a number of decisions to reduce the aerodynamic resistance of road trains.The mechanism of air resistance is considered. It has been found that reducing aerodynamic drag is a very important task, as every 2% reduction in vehicle drag results in a 1% improvement in fuel economy. Compared to passenger cars, trucks have a much larger cross-section and more clumsy outlines. This is caused by the specifics of their purpose and use. When creating a universal truck, they try to get as much volume as possible to accommodate cargo with the minimum area occupied by the car on the road, and since part of this area is the engine and cabin, it is natural that the body is high. So, if one of the ways to reduce the aerodynamic resistance of a passenger car is to reduce its cross-section, first of all, its height, then another option should be found for a highway truck or road train.","PeriodicalId":157730,"journal":{"name":"Journal of Mechanical Engineering and Transport","volume":"54 7","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-02-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139838286","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}