Recently in many cities of the world began to introduce so-called «metrobus» or BRT (Bus Rapid Transit) systems, which became a cheaper alternative to the metro and other rail transport, in particular trams. The aim of the work is to determine the stability indicators of the metrobus in the transitional traffic modes, in particular when performing such manoeuvres as «steering wheel jerk» and «shuffle». For this purpose, the equations of metrobus plane-parallel motion are supplemented by equations of the links of the road train in the vertical plane by halopilation (tangage, trim) and roll.The critical straight-line speed of the three-link metrobus has been determined, which was 32,06 m/s, and this speed is independent of the corners of the steering wheels of the bus and the trailer links.It has been shown that as the steering wheel angle of the bus increases, the difference in the folding angles of the bus increases, with the second folding angle significantly exceeding the first, especially considering the roll of the metrobus body. It has been established that the greatest rolls and loads of the metrobus axles are those of the last trailer, which is the limiting factor for the critical speed. The lateral accelerations of individual metrobus links and their yaw velocity when performing the manoeuvre «steering wheel jerk» and «shuffle, Sl = 24 m», show that both the bus and the second trailer link are a limiting factor when performing various manoeuvres, but the acceleration value does not exceed the permissible 0,4g, so its stability under these conditions is ensured.

It has been shown that a perspective type of passenger transport is a metro bus, which can be both two- and three-link. Mathematical model of an autotrain has been developed for a two-link metrobus with both an uncontrolled and a controlled tr...

The presented research is focused on the design of a new driving cycle of the Bus Rapid Transit (BRT) for the Kyiv city. This cycle consists of a complex of two types of sections. Each of them includes various phases of the traffic. A mathematical model was specified, which serves for defining the efficiency properties indices and for regimes of bus transport. The BRT are used within the bus lines. It was found, that two articles articulated buses are the most suitable choice, the MAZ-215 among them, for exploitation. At the same time, they provide the smallest fuel consumption together with the shorter operation time on the bus line as well as higher average speed at full and half loading. The optimal driving speeds of the steady traffic are the values of 50 km/h for section up to 1 km and 60 km/h or 70 km/h for section over 1 km. It was evaluated, that depending on the steady motion speed and the load level, the driving time of the BRT on the line varies from 20.1 min to 23.4 min, which is much lower than the driving time of a trolleybus on the same line according to the traffic schedule.

The article is devoted to the justification of the use of noise protection structures with high noise – absorbing properties to reduce traffic noise. Traffic noise has a negative impact on human health and the environment, so it is necessary to implement measures to reduce its level, including the use of noise protection structures. Noise protection structures are used to protect residential buildings from traffic noise and are classified according to various criteria: stage of road design, type of structure, height, material, position of structures in the transverse profile, longitudinal profile and acoustic properties for sound reflection and absorption. In terms of acoustic properties, noise protection structures are divided into noise-reflecting and noise-absorbing screens. The characteristics of noise-reflecting and noise-absorbing screens and features of their application on highways are considered. It is shown that the sound energy from the noise-reflecting screens is reflected in the opposite direction from the protected object; the noise-absorbing screens do not cause an increase in noise on the opposite side of the road and in the cabins of passing cars due to sound energy absorption. Methods for determining the acoustic efficiency of noise protection screens of different types are presented. A comparative evaluation of the acoustic efficiency of noise-reflecting and noise-absorbing screens was performed, which confirmed the higher acoustic efficiency of noise-absorbing screens. It is shown that with the same characteristics of the noise source in the range of levels 70–100 dB under the condition of four reflections of sound in the system “vehicle – screen” the noise level behind the noise-absorbing screen will be less by about 5 dB than the noise level behind the noise-reflecting screen. Keywords: transport noise, noise protection screen, noise reflection, noise absorption, acoustic efficiency.

The article considers the possibility of identification by automatic control systems of the braking mode of a vehicle combination with a partially filled tank. The algorithms of operation of modern vehicle stabilization systems are based on a reaction to approaching critical points of loss of stability, while the forces with which a fluid acts in a partially filled tank on a vehicle sometimes have a rapid rise when the speed or direction changes, which leads to a decrease in the efficiency of such systems. Automatic identification of the braking mode with a partially filled tank can make it possible to predict the negative consequences of fluid flow and carry out preventive manipulations to stabilize the vehicle until it actually approaches critical points of loss of stability. To solve the problem, a comparative analysis of changes in the magnitude of the normal reaction of the supporting surface on the axis of the vehicle combination during braking with a partially filled tank semi-trailer and an equivalent rigidly fixed load was carried out. Such an analysis showed that in the case of transportation of rigid cargo, the load on the axles of the vehicle combination varies linearly and in proportion to deceleration. In the case of a partially filled tank, the axle load varies non-linearly due to the trigonometric nature of the fluid movement relative to the tank. This feature allows you to distinguish between these modes. As a result, it was proposed to use an identifier that can detect the braking mode of a vehicle combination with a partially filled tank by determining the nature of the changes in axle loads. To calculate the identifier, the axle loads and vehicle acceleration over time are used, and data on the design features of the vehicle combination are not required. Keywords: vehicle combination, tank vehicle, partially filled tank, stability, braking.