In accordance with the decree of the Government of the Russian Federation of May 13, 2013, No. 767-r “On the expansion of natural gas usage as a motor fuel” more than 11 000 units public transport operating on natural gas are to be put into operation in 15 regions of the Russian Federation by 2020. The strategic objectives of the Russian Federation have been taken into account within the carried out research and the promising ways of natural gas usage were identified as a motor fuel on the basis of a technical, ecological and economic assessment in a total life cycle (TLC). The object of the research was the YaMZ-6566 diesel with a common-rail system and its two modifications: the one with a reduced compression ratio of up to 11.5, operating on natural gas in the Otto cycle; and a diesel modification providing operation on the dual-fuel cycle with a pilot portion of diesel fuel. Both modifications were developed and tested at FSUE “NAMI”. To carry out necessary calculations a complex methodology of technical, economic and environmental assessment of alternative fuels prospects in automobile transport in TLC was specially developed at FSUE “NAMI”. As a result of an economic efficiency analysis it was established that the use of natural gas as the main fuel made it possible to reduce the TLC costs by almost 1.8 times. The results of the ecological efficiency analysis have shown that the gross emissions of pollutants for TLC from dual-fuel and diesel were practically the same, but the environmental damage from dual-fuel was 39.74% less. In comparison with the gas engine operating on the Otto cycle, gross emissions from the dual-fuel were less by 46.97%, and the damage was by 67.85% less. The obtained results allowed to consider the engine working on with natural gas with pilot portion of diesel fuel within a dual-fuel cycle as the most promising solution to reduce both emissions of pollutants and the cost of TLC implementation.

An important condition for trouble-free operation and ensuring a long engine life is the proper operation of the lubrication system in all kinds of vehicle operating conditions. This is achieved by choosing the proper scheme and design of the lubrication system and requires, in addition to preliminary calculations, conducting experimental studies. A modern V8 engine with a conventional lubrication system with oil draining to the oil pan is being developed at FSUE “NAMI”. The article describes the engine lubrication system and presents some of its design features. Having been designed, the A-prototype engines was tilt tested to evaluate the performance of the engine configuration and to determine the optimum oil level range. The engine has been tested in different positions and angles, with different oil levels in the oil pan and at different speeds. The descriptions of the test stand and test conditions were given. The purpose of the tests was to assess the performance of the engine at all speed modes for longitudinal and transverse slopes of the vehicle in accordance with the requirements of the technical assignment. Critical factors were a high content of gas component in oil, oil pressure drop or high pulsation, the appearance of oil in valve covers separators. The obtained test results confirmed the engine’s efficiency and its compliance with the technical specifications. The minimum and maximum permissible oil levels, the location of the dipstick marks, the amount of oil to be filled at the beginning of the engine operation and during maintenance were determined. The necessary changes in the engine design were determined.

The article substantiates the possibility of increasing the efficiency of vehicle suspension active systems computer simulation as well as the main methods used for it: the method of multibody models analysis (spatial dynamic models) and the method of functional and script description of the connections between the system elements: “driver - vehicle - environment”. The most common software for such models is ADAMS and Matlab Simulink, respectively, on the basis of which the comparative analysis is carried out. By comparing the advantages and disadvantages of the methods necessity of combining various modeling tools becomes obvios. It lets obtain the convenience and accuracy of the method of multibody models with system behaviour algorithms described by a suitable functional and script method. As result one receives a complex vehicle model with a physical description in the form of a multibody in ADAMS software environment and control algorithms located outside it in a specialized Matlab Simulink software environment. The usage of a simplified algorithm for controlling shock absorbers presents a simulation method for active suspension systems which combines various computer tools. This algorithm allows to change the characteristics of “soft” shock absorbers - with a low shock absorber resistance, for “rigid” ones - with a high resistance. The characteristics of the shock absorbers can vary in the multibody model depending on the transverse acceleration that occurs during the standard maneuver execution of the sinusoidal motion. Results of the presented simulation show the reliability of the proposed method and the effectiveness of the described approach to computer modeling. In addition to the simulation of active shock absorbers considered in this article, the directions and methods of applying the proposed method to other elements of the vehicle suspension as well as to the other systems, such as transmission, are presented. The successful modeling method of shock absorbers allows to consider the possibility of improving the efficiency of analysis of other vehicle systems.

At present, the actual problem of urban motor transport is the reduction of the energy costs. The article proposes a method to solve the problem by developing an energy-efficient traffic law controlling the movement of an electric bus city routes. A target function for traffic optimization has been obtained which was based on the analysis of the urban electric bus modes and energy conversion chain of the spent/ accumulated energy. To solve this problem, an algorithm based on the dynamic programming method has been developed. The proposed method made it possible to take into account the constraints imposed on the phase coordinates, control action, and the time of the route. While solving the problem, the model of urban electric bus rectilinear motion on a horizontal support surface was considered, and some assumptions were made to simplify and adapt it for the implementation of the method. For the purpose of connection of the control action and the motion dynamics equation an algorithm for changing the tractive/braking torque of the electric bus wheels was taken into consideration depending on the accelerator/brake pedals position and the motion speed. The proposed method helped to obtain an optimal phase trajectory for the electric bus with specific technical characteristics on a selected road section and to analyze the obtained results. The energy expended and the energy necessary to overcome the resistance forces to the electric bus motion were compared. The method was approved in case of driver emergency intervention in the electric bus speed controlling. The phase trajectories obtained with and without driver intervention were compared. Based on the results of the method, conclusions were drawn concerning its application in the urban transport network.

The climate and geographic zones, for example, the Far North regions of the Russian Federation are difficult to access, though they are of great importance for the country’s economy thanks to the reserves of natural resources, the main export items of our country. These areas are covered with snow for a considerable part of time, which reduces the mobility of wheeled vehicles. The effectiveness of vehicles operation under snow conditions is also of importance. At present, one of the rational ways to increase the mobility of wheeled vehicles when driving through snow is to reduce the resistance of snow to movement. Deep snow affects the vehicle mobility from the side of the vehicle body, frame, transmission elements, suspension, engine crankcase, etc. The purpose of the study is to develop an express-method of comparative evaluation of influence of body elements and other aggregates on snow mobility of wheeled vehicles. The objectives of the study were: formulation of simplified 3D bottom models of high crosscountry 4WD vehicles; calculation of the frontal projection area of the body elements deepening in the snow; construction of a common graph to compare the growth of frontal projection areas for different vehicles; comparison of the obtained dependences with the results of field tested vehicles driving in snow. In the course of the study, a technique has been developed that allows to make a comparative resistance evaluation of the vehicle’s motion in the snow from the side of the body elements, the transmission, etc. immersed in snow. The methodology does not require significant time and computing resources, it is simple to be used by engineering and technical personnel. The results of the comparative evaluation are presented in a clear and accessible form.

Dynamics, road-holding ability and passability of a vehicle can be enhanced with the help of active torque distribution along the vehicle axles. The efficiency of such systems, especially if an inter-axle differential is absent, depends mainly on the controlling algorithm of the inter-axle multi-plate clutch. The article considers the existing algorithms for distributing torque along the vehicle axles. These algorithms are considered from the point of view of their over time changes caused by defects discovered in vehicle operation and with regard to the electronic computing development. The study of torque distribution algorithms development is based on published patents on torque distribution systems, control algorithms and on individual solutions of problems identified in vehicle operation. This study is necessary to develop other efficient algorithms for the torque distribution. The most suitable objects for the study were the algorithms of Nissan torque distribution system. These systems were chosen for two reasons: firstly, because of the long life development of the torque distribution system, which began in 1988, the company became one of the pioneers to develop the automatically connected all-wheel drive; secondly, in the course of its development the original algorithm has undergone many changes and various search solutions, which are reflected in published patents and open for automotive companies. As a result of the review, both prospective and deadlock ways of torque distribution algorithms development have been identified. The operation peculiarities of the vehicles with an automatically connected all-wheel drive as well as other problems can be avoided by developing a new algorithm.

Unmanned transport vehicles (UTV) are currently being developed by all leading automotive manufacturers and are tested on specialized grounds and public roads. The beginning of their production and operation on public roads is expected by 2020-2025. To conduct certification tests and evaluate the results, a comparative analysis of various UTV for the identification of the best models, it is necessary to formulate the criteria for evaluating civilian UTV. The article provides a brief description of the main criteria to assess UTV, including the possibility of their implementation into the unified transport network AutoNet. The integral evaluation points of the UTV have been presented. The following criteria for evaluating the UTV were indicated: security (complex parameter); degree of integration into the AutoNet network; design; cost; ecological compatibility; economy. All UTV evaluation criteria should be expressed in digital equivalent to carry out an objective comparison of certification tests of UTV with each other, and to assess where and how the UTV meet the specified parameters. For this, it was necessary to adopt numerical values of the individual criteria coefficients as well as a single (total, integral) coefficient that would allow us to evaluate the UTV by the integral estimate (total). The “coefficient of significance of the criterion” was introduced, which showed how important this criterion was in comparison with the others. Conclusions were made about the directions of UTV parameter estimates correction. The introduction of an integrated assessment will allow for a comprehensive assessment of the technical level of the UTV, perform a comparative evaluation of the various UTV, and also serve as one of the criteria for admission of UTV to public roads.

This article explains positions the place and role of expert evaluation in the field of technical automotive industry regulation concerning changes in the design, as well as individual technical creativity of vehicle owners. The formation of unified evaluation and expertise methods system has been considered, and specific methods are proposed. The article contains the actual structural diagram of the technical regulation of complete vehicles. The algorithms are analyzed to confirm the compliance procedures with safety requirements in case of making changes to the design of vehicles and other types of impacts. The objects of verification affecting road safety are pointed out. The task to develop the design safety evaluation matrices depending on the category of vehicle, the year of issue in circulation and the year of entering requirements for safety is formulated. The information presented concerns a number of issues on the classification and definition of criteria. It is proposed to establish an institution of notification together with the need for demarcation of powers. The need for the selective control organization in road conditions and an extraordinary technical inspection is specified. The problem of controlling technical possibilities is substantiated, namely, the lack of necessary equipment and the possibility to carry out interlaboratory test trials. The clarified position of the author on the classification of a specific list of types of re-equipment is presented and assessing conformity methods are proposed in case of introducing changes to the construction of vehicles. Possible ways to improve regulatory and legal regulation are suggested.

Today’s Russian civil liability auto insurance (CLAI) is in deep crisis. Being an obligatory part of the operational component of the vehicle life cycle, the CLAI system must ensure a full recovery of vehicles after an accident. If the issue is ignored there may an increase in the number of accidents due to technical malfunction. Despite the global auto insurance reforms, which have been going on since 2014, CLAI still causes a wide public response. That is the reason why while making a complete research it is necessary to turn to the international experience in the relevant field and to assess the possibility of practicing similar measures for the organization of auto insurance in the Russian Federation. Therefore, the article provides an analysis of international forms of auto insurance similar to our domestic CLAI system. It is proposed to pay attention to the countries of the European Union with a developed automotive industry. Among them there are such countries as Germany, France, and the Czech Republic. Also the peculiarities of insurance in the USA and Japan are described. A comparative analysis of our and foreign forms of insurance shows possible positive and negative aspects when practicing insurance measures. The negative effect of some positions is largely justified by the peculiarities of the population mentality of our country, which complicate the use of similar measures when compared to the United States and Japan. However, the example of Western European countries can be useful in CLAI reform. In particular it concerns the organization of insurance companies work, as well as their interaction and relationship with their customers.

Automatic transmissions (AT) are becoming increasingly common in vehicles, commercial vehicles, agricultural, construction and military equipment. In their designs electro-hydraulic control systems are widely used. The article describes the structure of such a controlling system. Control elements, as a rule, are multi-disk friction clutches. A control loop can be composed by a control system: the torque limit value on the friction control element depends on the pressure value in the booster, which in its turn depends on the value of the solenoid valve current. The pressure value is an intermediate parameter as the control system does not imply the presence of pressure sensors because of their high cost and reliability of the AT. Thus, it is advisable to compose a control loop in which the value of the limiting torque on the friction element is determined directly by the value of the current of the solenoid valve. Such an algorithm will not only simplify the control system, but will also reduce the labor intensity of calibration work. The behavior of the elements in the electro-hydraulic control system is characterized by a significant nonlinearity. Despite this, for the creation and operation of control algorithms, it is sufficient to represent the electro-hydraulic system in the form of a transfer function. It is necessary to identify the parameters value of the used loop transfer function. In the article, such a procedure has been shown on the example of Levenberg-Marquardt identification method by means of a set of experimental data and the use of the MATLAB software package. The comparison of simulation and experiment results is given, according to which it can be concluded that this approach is permissible to use when creating algorithms of the automatic transmission control system.

Due to the tightening of environmental requirements for civilian vehicles, a significant portion of the world’s automakers has come over to producing hybrids. Authors believe that the production of this type of vehicle is a temporary transitional process, after which a subsequent transition to the production of electric transport (ET) or electric vehicles will begin. As it is known, the ET has a rather low capacity of battery storage, and therefore it becomes necessary to find effective ways to increase this parameter. The task of increasing the energy efficiency of ET can be put forward at the level of the mechanisms involved in power transmission, or at the level of the auxiliary systems used in the operation of the ET, etc. If the task is solved at the mechanism level, scientific research will require the development of ET models and to predict the energy consumption with variable and constant gear ratio in the standard cycle of motion in order to understand whether this proposal can significantly increase the battery efficiency. One of the most effective ways is to optimize energy consumption by using a multistage gearbox. In the simulation it is desirable to use the Europe NEDC (New European Driving Cycle) and USA FTP-75 (Federal Test Procedure) cycles, because they contain a large number of acceleration and brake phenomena and, thus, can give a more real picture of the battery energy consumption. In the end, it is necessary to correctly compare the quantitative benefits of energy efficiency and such parameters as the weight and complexity of the design, which together constitute the added value of a particular ET.