Introduction. The oil industry is a key component of the economy of the Russian Federation. A large number of tanks are used to store oil, each of which needs timely repair. According to the results of some research, almost half of the accidents are caused by excess uneven settlement of the tank, which causes premature failure. To restore the serviceable and operable condition of the tanks, it is necessary to carry out repair work, the quality and efficiency of which depends on the repair equipment used. An urgent task is to justify the choice of equipment for the repair of tanks, in particular, steel tanks of a vertical type.

Methods and materials. A review of the different types of tanks was carried out and showed that vertical steel tanks are the most widely used. One of the ways to eliminate the uneven settlement of the tank is to raise it with the help of jacks and form a new base with the elimination of the slope.

Results. The repair process for a 10,000 m3 steel vertical tank was considered. The values of the mass of the tank were obtained when filling with liquid petroleum products at 1% of the maximum occupancy. The value of the load on one lifting device is obtained. The design of the device structure and the strength calculation in the Compass 3D program were completed.

Сonclusions. The most efficient type of the lift from the existing ones was determined, and its design was modernized. The strength calculation showed that the hydraulic lift is efficient under the given conditions.

Introduction. The problem of accelerating and cheapening the construction of roads without reducing their quality can be solved by creating a complex of continuous units. Units, following each other, carry out the whole complex of works aimed at the construction of roads. The use of satellite navigation opens up broad prospects for full automation of units. Therefore, the overall goal is to create a complex of units that carry out the continuous construction of roads, mainly in automatic mode. One of the devices that make up the continuous units is a direct-flow bucket wheel type aggregator. The use of direct-flow bucket wheel type aggregators for soil development is constrained by insufficient theoretical substantiation of their parameters. Before analyzing the interaction of the elements of the working bodies of a direct-flow bucket wheel type aggregator with the soil, it is necessary to clarify the structural layout for the rotor of a direct-flow bucket wheel type aggregator.

The method of research. Some design parameters of a direct-flow bucket wheel type aggregator are derived from logical reasoning. Other parameters of the direct-flow bucket wheel type aggregator are obtained by constructing schemes for the impact of the knife on the ground in the plane and spatial modelling. Initially, the rotor of a direct-flow bucket wheel type aggregator with a diameter of one meter was adopted for calculation.

Results. The circular and end knives are assigned the numbers № 1, № 2, № 3, etc. as it approaches from the periphery of the rotor to the axis of its rotation. On the basis of the adopted methodology, the design of the knife attachment, the front and back corner of the circular and end knives have been clarified. An extremely small distance from the axis of rotation of the rotor to the nearest point of the knife is established. Hence the conclusion is made that in addition to a large rotor, in conjunction with it, it is necessary to install a small rotor. The circumferential velocity of the blade of no. 1 circumferential knife and the angular velocity of the large rotor are determined. It is customary to arrange the knives in three rows, that is, the rows of knives around the circumference are deployed at an angle of 120° relative to each other. The feed on the end knife was revealed, that is, the thickness of the layer cut by the end knife.

Conclusion. On the basis of the adopted methodology, the geometric and mode parameters of a large rotor of a direct-flow bucket wheel type aggregator have been determined. An extremely small radius of location of the circular and end knives of the large rotor is established. To excavate the soil near the axis of rotation for the rotor of the direct-flow bucket wheel type aggregator, a small rotor with a higher angular velocity shall be coaxially installed. The direction of rotation of the small rotor shall be opposite to the direction of rotation of the large rotor in order to partially compensate for the reactive moment produced by the large rotor.

Introduction. In modern market conditions, dump-type earth-moving transport machines especially need to analyse the marketing of these machines. Therefore, some acquired earth-moving machines during the development of soils with stony inclusions (typical for the RK) quickly wear out their cutting edges of the knife, then gradually fail the machines themselves, thereby not justifying their cost, i.e. are not operated effectively in practice. The goal is to choose from a variety of types of machines the most effective models of earth-moving and transport machines of the dump type, adapted to the conditions of the ground background of the Republic of Kazakhstan with the help of developed complex evaluative indicators.

Methods and materials. As materials, the well-known 6 specific, generalized parameters and additionally developed by the authors of 20 assessment indicators (specific, generalized, differential and integral) were used to evaluate the competitiveness of the projected new design of the working body of the earth-moving transport machine of the dump type, as well as the operated these machines.

Outcomes. As a result of the analysis of the interaction of the working body of the bulldozer with the developed soil and the study of their parameters, the estimates were developed and formed to assess the effectiveness of the bulldozer. The field tests of the proposed six promising design solutions for a bulldozer with different blades were carried out to compare the structures with each other and evaluated them in quantitative form. According to the calculated estimates, the efficiency of the bulldozer blade was evaluated for six variants of structural executions and graphs of changes in the estimated indicators from experimental data were built on their numerical values, allowing to evaluate the technical and economic efficiency for various designs of bulldozer blades.

Discussion and conclusion. The analysis of the estimated indicators: material consumption G/G_пр and G/P show, that with the improvement of the blade design (cutting off the two lateral upper parts of the blade and adding the two lower side – extension knives), the metal intensity decreases, and the volume of the maximum set of drawing prisms increases, respectively, the productivity of the bulldozer increases; energy intensities, N/П, N/G_пр and G∙N/P² show, that with the improvement of the design of the bulldozer blade, energy performance improves, i.e. the energy consumption spent on the development of a single volume of soil decreases; the specific force per unit width of the R/B knife and the specific power per unit width of the N/B knife are reduced. Generalized power savings and power loads R · N/B² shows that, with the improvement of the blade design, their values almost do not change (the blade of the type design and the blades with equipment - a protruding middle knife and side scarves sharply (jumpingly) increase the volume of the prism drawing.

Introduction. Mathematical modelling is used to assess the influence of various factors on the result of soil compaction by a vibratory roller. The verification of the mathematical model is carried out by comparing it with the results of the experimental studies. Expanding the list of the roller models in the experimental studies allows expanding the range of conditions for verification of the mathematical model. The article presents the results of field experimental studies of soil compaction by HAMM 3411 vibrating roller. The data on the change in the value of the dynamic soil deformation modulus E_vd depending on the number of passes of the roller during compaction of sandgravel mixture with a layer thickness of 0.5 m have been obtained. The peculiarities that are reasonable to take into account when carrying out further experimental research are revealed.

Materials and methods. The experimental studies of the scope of vertical movements of the roller, as well as vertical accelerations of the roller and its frame were carried out on a HAMM 3411 vibrating roller during compaction of a sand-gravel mixture. The result of compaction of the soil after each pass was estimated by the value of the dynamic deformation modulus E_vd, measured using the ZORN ZFG 3.0 dynamic loading unit. In the experiment, vertical movements of the vibrating roller were recorded using a BAUMER OADM 13U6480/S35A laser sensor. Accelerations of vibrations of the vibrating roller and the roller frame were recorded by piezoelectric accelerometers of the AR2099-100 and AR99-100 models. When processing sensor readings, digital signal processing technology was used – low-pass filters with a limit frequency of 200 Hz.

Results. The studies were carried out on two sites with different soil moisture. On a site with waterlogged soil in the range of E_vd values = 10 ...13 MPa, the amplitude values of the vertical accelerations of the roller were in the range from +20 ... +45 to -25 ...-43 m/s², and the frames in the range from +2.5 ...+5 to -2 ...-5 m/s². The range of vibrations of the vibrating roller in the area with waterlogged soil was 3.3...4.8 mm. On a site with soil with close to optimal importance, in the range of values E_vd= 18...28 MPa, the amplitude values of vertical accelerations of the roller were in the range from +36 ... +48 to -35 ... -40 m/s², and frames in the range from +3.5 ... +6 to -2...-4.5 m/s².

Discussion and conclusion. The results show that the range of oscillations of the drum, as well as the amplitude values of vertical accelerations of the drum and the drum frame slightly increase with increasing soil deformation modulus E_vd. The results of the experiment correlate with the studies conducted on the models of rollers DM-DM-617. When measuring values of E_vd in one cross-section, the difference between measured values along the axis of roller’s movement and on the pneumatic wheel track reached 30%. When analyzing obtained results, it is necessary to take into account that in the experiment the actual frequency of oscillation of the roller was 18 Hz, instead of 27 Hz as stated in the technical specifications. With such reduction of frequency, the forced force of oscillations will decrease approximately 2.25 times.  Results of the experiment will help in further verification of mathematical model of the roller and in carrying out experimental researches of similar character.

Introduction. Nowadays the part of the diesel engines for KamAZ-740 cars are operated with fuel equipment, in which the injectors have hydro mechanical control. Their main disadvantage is the low fuel pressure in front of the injector openings (less than 60 MPa) and the lack of fuel supply control.

The use of injectors with electro hydraulic control (EHC) increases the pressure in the injector cavity up to 250 MPa and control the fuel injection process. The disadvantage of the injectors with EHC is a structural complexity of a control valve, the difficulty of its regulation and coding. The object of the study is the injectors of KamAZ-740 diesel engine with electro hydraulic control of the atomizer needle stroke.

The purpose of this work is to carry out theoretical research and improve the methods of maintenance of injectors with electro hydraulic control (control valve regulation and coding), which will increase their reliability, durability and ensure a reduction in diesel fuel consumption.

Research methods. The study of the nozzle control valve is theoretical and calculated. The paper proposes a calculation method and performs theoretical studies for the influence of pressure (50 – 250 MPa) on the value of the effective flow section and the diameter of the nozzle holes of the sprayer.

For the injectors with EHC, the control valve regulation procedure has been clarified, which consists in the fact that at the beginning of regulation, the main force acting on the ball from the side of the maximum pressure in the control chamber (for example, 200 MPa) equal to 76 N is calculated (see Figure 4). Then the required spring force of 100 N is determined (20-40% more, see Figure 5). Next, the strength of the electromagnet is estimated at 140 N (20 – 40% more of the spring force, see Figure 6).

The results of theoretical research. The results of computational (theoretical) studies for the effective flow section of the sprayer and the diameter of the nozzle holes, depending on the pressure P in front of the nozzle holes, are presented.

The paper defines. 1. The forces acting on the ball (57 – 105 N) depending on the pressure in the control chamber (150 – 275 MPa). 2. Spring forces (40 – 140 N) with a stiffness of 40 N /mm, depending on its compression up to 3.5 mm. 3. The forces of the electromagnet (140 – 20 N) depending on the gap between the anchor and the core (0.2 – 0.5 mm).

The method of restoring the required (rated) cyclic fuel supply when it changes as a result of replacing the control valve or adjusting is considered. The calculated values of fuel supply per cycle (mm3/cycle) from the activation time are given.

Conclusion. The results of the study are intended for organizations and enterprises engaged in diagnostics, restoration, adjustment and coding of injectors with electro hydraulic control for the needle stroke of sprayers. The results of computational studies can be used to refine the methodology of maintenance of fuel systems with electronic control (Common Rail).

Introduction. The industrial sector of Russia is the most important segment of the country’s economy. Until the beginning of the 21st century, large chemical enterprises in Russia were focused on the domestic market. There was a so-called supply strategy formed back in the USSR for the Union Socialist republics. The products of the chemical industry were mainly transported by road around the city and to neighboring regions, the main cargo traffic for longer distances was mastered by rail and river transport. Currently, the largest chemical industry enterprise in the Volgograd region, AO Kaustik, is actively exporting to Europe, South America and Asia. To carry out international transportation of the company’s products, hired tractors with semi-trailers that meet all modern standards of environmental safety are used. The interaction of road transport with rail, river, and sea is actively taking place, effective logistics multimodal systems for the delivery of chemical products are being organized. Road and rail transportation of products is organized with Asian countries, with European countries – by road, rail and sea, with South American countries – by sea. Today, the company’s transport carries out international multimodal transportation to the near and far abroad. The issue of improving the efficiency of road transport is relevant. The paper considers the links of the logistics system of transportation of chemical products of the enterprise between the countries, along the routes: Russia – Netherlands and Russia – Kyrgyzstan. The comparison of road and rail transportation by time and cost on Volgograd – Bishkek route is carried out. The full loading of the vehicle with transport packages according to the calculation takes place in compliance with the loads on the axles of the tractor and semi-trailer. Improving the efficiency of transportation depends on the organization of loading and unloading points, customs control points, movement along routes, and the work of drivers. The statistical regularities of the distribution of the execution time of elements and operations in the loading point of the enterprise are investigated. The ways of organizing the work of motor transport drivers on the international Volgograd – Bishkek – Volgograd route are considered, the calculation of the duration of the elements of the transportation process and their cost is presented.

Materials and methods. The paper uses methods of statistical and economic analysis of data on the functioning of the chemical industry in the region. Graph-analytical methods are used to form transport packages and ensure that the car is fully loaded. Methods for determining the shortest distances and drawing up routes on the transport network are used. Methods of organizing the work of drivers are used to ensure single and tour work on the international route. The effectiveness of the proposed measures is evaluated by economic methods.

Results. It is revealed that the chemical industry of the region has a stable economic situation that allows it to develop new international markets. The links of the multimodal logistics system for the delivery of the company’s products along Volgograd – Bishkek and Volgograd – Netherlands international routes are investigated. Improving the efficiency of transportation depends on the organization of loading and unloading points. A statistical analysis of the elements and stages of the transportation process of caustic soda was carried out. A scheme for placing transport packages with bags of caustic soda in a semi-trailer of a motor vehicle has been developed. International routes of transportation of products of AO Kaustik using road transport have been developed: Volgograd – Bishkek and Volgograd – Netherlands routes. The mode of operation of motor transport when performing international transportation using tour and single organization of drivers’ work is calculated. We recommend a tour trip as the most effective way to organize the work of drivers. Tour riding is recommended as the most effective way of organizing the work of road transport in the organization of international transportation to near and far abroad. The final price of 1 ton of transported products on the Volgograd – Bishkek route has been determined. The effective functioning of road transport in the international logistics system for the delivery of caustic soda allows you to reduce transport time, transport costs and reduce the cost of a unit of production for the end user.

Conclusions. The article develops measures to improve the organization of international transportation of products of JSC «Caustic» using road transport. The final price of 1 ton of products in the Bishkek warehouse, taking into account the initial cost of granular caustic soda and transportation costs in the case of organizing a single driver’s ride, will be 83246 rubles/ton, and for tour driving, respectively, 81355 rubles/ton.

Introduction. The authors consider the current models for the organization of urban passenger road transport, the structure of each of the models and their characteristics. The reason for writing the work was the poor study of the factors that determine the break-even transportation of passengers and, as a result, the construction on this basis of a system of interaction between transport authorities and transport operators. Thus, the purpose of the study is to create models of interaction between subjects and objects of passenger road transport. The working hypothesis of the study is to overcome the existing fragmentation of models through the development of additional blocks, the content of which is a scientifically based choice of models for the interaction of participants in the transport process in the system of passenger road transportation.

Methods and materials. Three existing models for organising the work of passenger road transport are analysed. Their influence on the economic efficiency and safety of the transport process is considered. The prerequisites for the creation of algorithms for the transition from one model to another and for evaluating their effectiveness are determined.

Results. According to the authors, this study will be useful for both the organizers of passenger road transport and carriers. From a practical point of view, this study will be useful to improve the efficiency and break-even of passenger road transport, as well as to maximize the ‘transparency’ of financial interaction between participants in this market.

Conclusions. Further direction of research on this topic will be carried out in the direction of developing a methodology for switching models between themselves, i.e. when and how it is expedient to apply one or another model of passenger road transportation.

Introduction. A vehicle and trace evidence analysis is one of the most requested types of examinations performed within the framework of criminal cases on road traffic accidents. The main methodical guidelines for traffic and trace evidence analyses were developed in the past century, while nowadays the fourth industrial revolution is on the rise. The industrial revolution is based on computer and information technologies, various software and hardware tools. Hence there is a vital necessity in update of the vehicle and trace evidence analysis methodology in order to conform to current-day realities.

Materials and methods. Results of use of the unmanned aerial vehicle and Agisoft Metashape software are presented in the article in the context of specific road traffic accidents. It was made clear that application of this method has the following advantages: firstly, time of fixation of objects of the roadway network, vehicles and their traces on traffic ways is significantly reduced; secondly, fixation accuracy is improved; thirdly, use of the method makes it possible to establish all actual facts needed to perform analysis of the mechanism of a road traffic accident. Digital models obtained using this method could be used for 3D modeling, what offers an opportunity for more accurate determination of a mode and an angle of approach of vehicles before an accident with significant reduction of financial and time expenditures.

Results. It was shown that digital models of road traffic accident sites and vehicles could be entered into the case file in general as well as into an expert’s statement in particular. Such entering will improve objectivity and believability of the conducted examination. Digital models of road traffic accident sites (digital twins) could be stored for an indefinitely long time and could contain the entire information on physical accident scene. Therefore such digital models are considered as valuable information while performing additional or repeated examinations.

Conclusion. The proposed method for creating a digital model of a vehicle or a site of a traffic accident can be used in digital transport traceology.

Introduction: The field of unmanned technologies is rapidly developing and a lot of research is being conducted on the practical application of artificial intelligence algorithms to solve complex problems on the road. The difficulties in the perception of the surrounding world by the machine led to the appearance of special High definition maps. These maps are used to simplify and improve the quality and reliability of other subsystems from the stack of autonomous technologies, such as localization, prediction, navigation and planning modules. In modern literature, there are mainly works on the practical application of such maps, and the process of developing a map remains outside the scope of consideration.

The aim of the work is to create a methodology for designing semantic maps for autonomous vehicles with a detailed description of each of the development stages.

Materials and methods: The article describes the methodology for creation of HD maps, which includes the stages of data collection using SLAM (Simultaneous localization and mapping) approach, its further processing and the development of the semantics of the road network. The described algorithm is applied in practice to develop the semantic map of Innopolis city area using SLAM approach with LIDAR inertial odometry via smoothing and mapping (LIO-SAM).

Results: The main stages of the methodology for creating HD maps for autonomous vehicles have been proposed and investigated. Authors implemented the proposed concept in practice and described in detail the process of creating a semantic map for the Innopolis city area.

Conclusions: The proposed methodology can be used for any type of autonomous robots (ground vehicles, unmanned aerial vehicle, water transport) and can be implemented in different road conditions (city, off-road), depending on the information the map should provide for the implementation of the goals and objectives set for the autonomous vehicle.

Introduction. The article reflects the main trends and problems in the development of information modelling technology in the Russian road industry. A set of mutually integrated domestic software products is presented that provide the formation and support of information models of roads in the life cycle process. It has been established that the transition from traditional simulation modelling of building flows to information modelling of flow systems requires a detailed analysis of the lower elements of the flow structure. Such elements in the system of an integrated road construction flow include linear specialized detachments.

Models and methods. A single information model of an object as part of the construction organization project (COP) forms the overall strategy for managing the construction of the road. At the stage of the project for the production of works (PPW), it is necessary to take into account the technical and technological features of the contractor in the calendar plan. At the PPW level, it is necessary to create a new structure and define the parameters of this structure in such a way as to satisfy the specified restrictions established by the COP in terms of time and costs,  and also provide for certain reserves for insuring possible risks.  The aim of the study is to develop a methodology for information modelling of a specialized road flow as part of the PPW, taking into account the optimization and updating of its parameters in relation to the conditions of the contracting organization.

Results. A modelling algorithm has been developed for creating an updated structure of a specialized linear flow in an integrated computer environment, which provides visualization of a construction site, control and operational management of work in a shared data environment. An example of the implementation of this method is considered when designing a specialized flow, first as part of a COP, with the subsequent updating of this model in the MS Project program when developing a PPW based on a typical flow chart.

Conclusion. The use of information modelling creates wide opportunities for analyzing and monitoring the progress of work at the construction site of a linear flow, and also allows you to perform prompt automated restructuring of the loading of detachment vehicles when adjusting the amount of work at the work sites.

Introduction. Surface treatment plays an important role in protecting decorative stone and concrete from the effects of harmful environmental factors. To protect stone surfaces, dietary supplements in the form of carbonatogenic bacteria, the product of which is calcium carbonate, can be used.

Materials and methods. The selection and analysis of publications containing the results of research and experiments, which allow to draw conclusions about the feasibility of using bacterial solutions for surface treatment, has been carried out.

Conclusions. The formation of a layer of calcium carbonate on the surface of the material reduces gas permeability, reduces water absorption, increasing the durability of concrete. It was found that the surface treatment of cement stone with solutions containing cultures of urobacteria strengthens the surface layer of the stone, but does not restore its strength. It is important that the formed layer of calcium carbonate on the surface of the material does not clog its pores. The chemical and structural similarity between the processed material and the resulting carbonate compounds must be observed. The dosage of urea and calcium chloride should correspond to the number of bacterial cells, since excess components of the nutrient medium leads to their accumulation in the pores.

Introduction. The article deals with the issues of stability of compressed belts of lattice construction, as systems in the form of continuous rods consisting of panel elements. Currently, the estimated length of compressed elements is established by design standards for calculating stability without taking into account variability due to the influence of numerous random and systemic factors. This approach does not encourage the improvement of design solutions, the quality of their execution and the control of the structure. And most importantly, it does not allow to realize the reserves of the bearing capacity of structures laid down by the norms. The purpose of this study is to identify and substantiate the reserves of the bearing capacity of antenna supports of a lattice structure according to the criterion of stability of compressed belts.

Materials and methods. It is shown that the values of the calculated length coefficient are set by norms with a margin, due, in particular, to ensuring the reliability of structural systems of compressible elements. It is proposed to consider the estimated length of compressed elements as a random variable. The problem of probabilistic estimation of the free (calculated) length of a centrally compressed element as a parameter of the critical force of loss of stability is solved. The possible normative and calculated values of the calculated length coefficient are given, ensuring the reliability of the calculation of compressed antenna support belts, adopted in the current design standards. To assess the variability of stability indicators, the task is to conduct experimental studies, in particular, with the measurement of vibration frequencies of full-scale structures. By controlling the variability indicators of the calculated length coefficient, it is possible to regulate not only reliability, but also the load-bearing capacity reserves provided for by design standards.

Conclusions. The proposed approach to the calculation of stability allows to control the calculated values of the calculated length coefficient by controlling statistical variability (coefficient of variation). If there are available methods for measuring indicators, the approach described in the article to calculating compressed elements for stability can be an effective means and tool for improving design solutions, the quality of their execution and control of the structure.