The article talks about research on the kinematics of precessing gears. The possible ways of precession generation based on the patent database are listed. A range of gearboxes with single-stage gears has been defined. The advantages of planetary precessing gears with a central wheel with a circular gear ring on the support plane over precessing gears with a cylindrical gear profile of the central wheel are listed. The necessity of the first type of transmission is substantiated. The article briefly describes the transmission model with a conical-cylindrical gear. For gears with a gear profile on the support plane, the method of constructing a mathematical model is described in detail and illustrated. The changes of the Euler angles are found and the system of equations of motion of the satellite points is constructed. Trajectories of points for 2K-H and K-H-V transmissions are constructed. Based on these equations, the transmission parameters are analyzed. The kinematic condition for 2K-H transmission has been found. Also, the effect of the nutation angle on the size was investigated. The optimal difference between the number of gearteeth of the satellite and the fixed wheel has been determined to minimize the size. The choice of rotation limiters for K-H-V gears, such as fingers sliding in grooves, is justified. The error caused by the deviation of the real finger trajectory from the theoretical is calculated. These equations will help to make gears with a conical-cylindrical or internal conical crown on a computer, and offer technology for creating profiles.

Synthesizing the structural diagram of a hoisting mechanism drive for any lifting machine is a nontrivial and non-formalized engineering task, relying primarily on the designer’s experience in selecting the components interacting within the drive structure. Only secondary importance in this design procedure can be placed on the additional, parallel layout calculations, which are easily formalized and, consequently, further automated. This article proposes a mathematical solution for formalizing the construction of hoisting mechanism drive diagrams and searching for the best one. This solution is based on one of the conceptual solutions for constructing artificial intelligence models—a method for generating new solutions in the form of a genetic algorithm. The features of constructing the initial solution population, crossover, and mutation are demonstrated. Particular emphasis is placed on the need to define a balanced fitness function. A comparative analysis of the quality of the synthesized solutions is provided, depending on the number of evolutionary iterations used in implementing the genetic algorithm when static fitness functions are used.

Ground transport and technological machines are being improved, which leads to an increase in their power, speed, vibrations and impacts. Vibrations have a negative effect on the technical condition of the machine, health and performance of the operator. Work productivity decreases. The problem of vibration protection of operators remains relevant. The main methods of vibration protection include the use of vibration-proof cabin mounts and vibration-proof suspensions of the operator’s seat in the cabin. The use of passive vibration-proof seat systems with a quasi-zero rigidity effect and a nonlinear force characteristic is promising. Adjusting the seat to the variable weight of the operator is important to ensure the effect of quasi-zero rigidity. For the proposed design of the vibration-proof seat system based on the parallelogram mechanism, a calculation scheme is given. Based on the calculation scheme, analytical dependencies are derived for the proportionality coefficient between the mass of the human operator and the magnitude of the spring tensile force and cable tension, as well as the spring tensile force and cable ten-sion on the amount of seat lifting or lowering. The derived analytical expressions included the geometric dimensions of the vibration protection mechanism, including the length of the extension spring, the spring stiffness coefficient, and the mass of the seat with the operator. The graphs of the proportionality coefficient of the mass of the seat with the operator and the spring extension force on the geometric size are given for different values of the spring stiffness coefficient and different overall horizontal lengths of the mechanism. The graphs of the dependences of the mechanism spring extension force on the seat lift height are given for different values of the mass of the seat with the operator, changing in a wide range. The graphs of the spring extension force dependencies are given for two variants of the mechanism dimensions, differing in a double scaling with the preservation of proportions. It was found that an increase in the geometric dimensions of the mechanism is preferable for minimizing the range of variation of the spring extension force and reducing the curvature of the characteristics. The derived analytical dependencies open up the possibility of studying and optimizing the interrelated power and geometric parameters of the vibration protection mechanism of the seat, taking into account the specified restrictions.

The relevance of this study stems from the need to improve the efficiency of tracked vehicles, which requires improved methods for calculating their traction and grip properties. Existing methods based on the soil «brick» shear model have a significant drawback: they fail to consider alternative soil failure scenarios and do not establish an explicit relationship between the drive geometry, loads, and physical processes in the soil, limiting their use for design optimization. The objective of this study is to develop a new analytical method for comprehensively assessing traction force, taking into account the multiphase and polymorphic nature of the track-soil interaction process. The method is based on a synthesis of the principles of soil limit equilibrium theory and cutting mechanics. The methodology involves a phase-by-phase analysis: from initial compaction and formation of a primary slip plate to complete soil shear or track wedging, with continuous verification of the feasibility of alternative failure mechanisms. A parametric analysis of the B14 tracked vehicle revealed the in-fluence of lug pitch on traction. Three interaction modes were identified: irrational early shear at a small pitch, two-phase failure at a medium pitch, and wedging at a large pitch. An optimal pitch was determined that bal-ances shear and wedging forces, ensuring maximum utilization of the soil’s bearing capacity and achieving the highest possible traction. Key conclusion: the devel-oped method forms the basis for algorithmic design and optimization of track geometry, enabling targeted improvement of its traction performance for specific operating conditions.

Mobile ropeways based on airmobile rope units are a new constructive type of cargo and cargo-passenger ropeways for the rapid deployment of transport and overloading activities in hard-to-reach areas and high-altitude territories. The article analyzes the technical and organizational possibilities of the method of aviation delivery of the necessary basic and auxiliary technological equipment to the area near the place of operation – cargo transportation using cargo transport aircraft. Possible modifications of Russian and foreign transport and military transport aircraft are considered, and based on an analysis of their technical characteristics (cargo compartment dimensions, payload capacity, and practical range), recommendations are made for their use based on the required overall dimensions and weight of airmobile rope units. Based on the principle of ensuring the universality of the overall dimensions of airmobile rope units in transport condition for combined transportation by various modern types of land, air and water transport, the possibilities of using aviation for the transportation of airmobile rope units, the overall dimensions of which correspond to the dimensions of universal and aviation transport containers, are considered.

One of the main parameters of the hydraulic drive for moving the working element of road construction machines is the speed of movement of the hydraulic cylinder piston. Currently, the speed of movement is selected by a number of known methods and is equal to 0.2-0.38 m/s. The practice of operating construction and road machinery shows that such speeds are insufficient. The advantages of a control system with a hydraulic accumulator include the ability to change the speed of movement of the working element and a simplified design of the hydraulic distributor. The advantages of using an accumulator in a bulldozer hydraulic drive are formulated and presented. The work reflects the calculation scheme of the operation of the drive with a hydraulic accumulator without connection to the rod cavity and the scheme with the inclusion of the hydraulic accumulator together with the rod cavity. The main parameters of the pump-accumulator drive, on which the productivity and efficiency of the machine directly depend, are highlighted. These parameters include: maximum and minimum accumulator pressure, pre-charge pressure, useful accumulator volume, and design accumulator volume. Calculation dependencies for determining the main parameters of the pump-accumulator drive are derived. Some results of theoretical studies are presented. Dependencies of the influence of the hydraulic accumulator charging on the drive parameters and the influence of the load on the drive parameters with the hydraulic accumulator according to the position of the working element are graphically presented. It has been theoretically proven that the proposed schemes allow increasing the speed of vertical movement of the work-ing element.

The purpose of the article is to verify the applicability to small-scale pile models of the generally accepted methodology for calculating the precipitation value for piles used during construction work. The article discusses and analyzes the existing methods for determining the value of pile precipitation. A brief description of methods using semi-empirical dependencies is given, without taking into account the laws of soil mechanics, engineering calculation methods based on the principles of soil mechanics, as well as numerical calculation methods based on the principles of mechanics. To solve the problem of experimentally determining the precipitation value, an experiment was conducted on models of abrasive piles made in the form of a metal rod. The studies were carried out in deep, finely dispersed loam, which was in a frozen state. Gravel of small fractions, sand, cement and salt were used as the material for pouring concrete. Temperature control at various depths of the ground was carried out by a weather station with an external sensor using a special temperature measuring well. After applying a three-stage static load to the pile models, the dependences of the vertical draft value of the pile models on the value of the static pressure load were obtained. Then, a theoretical calculation of the precipitation values for the selected pile models was carried out according to SP 24.13330.2011 and a comparison of the obtained theoretical and experimental values was carried out.

Well-known studies of dynamic processes in chain conveyors are based on various models. However, the authors of such studies usually do not provide a complete description of their models, methods for determining its parameters, or the necessary technical characteristics of the machines under study. Therefore, such studies cannot be considered complete and verifiable. In the studies devoted to the analysis of dynamic loads caused by gearing kinematics, the models are constructed without taking into account the influence on the dynamic process of the characteristics of such components as the drive, tensioner, and there is no assessment of their influence. The developed integrated dynamic model of a chain conveyor is a set of interconnected submodels of various machine devices. The traction body is represented by an equivalent viscoelastic rod, the vibrations in which are described by a partial differential equation. The submodels of drive, tension, and deflection devices are systems of discrete masses whose motion is described by second-order differential equations. The integration of individual submodels into a single integrated model is carried out using kinematic and force connections with the submodel of the traction body, which serves as the connecting link. The equations of the system can be solved using known numerical methods. The parameters of the models, such as values of masses, stiffness, and coefficients of viscous resistance, are determined based on the technical characteristics of the simulated machine, reference information, or the results of their analytical calculation. A number of numerical experiments have been developed and carried out, as a result of which the values of the maximum dynamic forces in the traction organ of experimental models, calculated using analytical and numerical methods, are presented in this study. The calculation based on the developed integrated model, which takes into account the wave processes in the traction body and the influence of the dynamic characteristics of the drive and tensioner, make it possible to obtain an acceptable estimate of the maximum dynamic force in the traction body of the conveyor, as well as to assess the possibility of resonant phenomena occurring in the machine.

Gravity roller conveyors are widely used as part of racking systems, allowing for increased pallet handling speed and storage density in pallet warehouses. A special feature of the construction of the gravity pallet racks is the use of braking devices that limit the speed of movement of pallets. The paper presents a dynamic model of a friction brake roller, which is widely used as an applied braking device. An analysis of the dynamic processes of separate and joint movement of the pallet and the friction brake roller is presented, calculated dependencies are established to determine the duration of each process and the linear velocity of the friction brake roller. An example calculation based on the dynamic model of the developed friction brake roller is given. The calculation results showed that the duration of the separate movement of the pallet and the friction brake roller during its acceleration to the actuation rate does not exceed 0.02 s, from the actuation rate to the adhesion speed of the pallet with the friction brake roller is 0.012…0.015 s. The duration of the joint movement of the pallet and the friction roller increases with increasing pallet weight and is 0.4…0.5 s for a pallet weighing 1,500 kg.

Roll damping is a central stability concern for large maritime vessels, especially LNG carriers and FPSOs fitted with large spherical tanks, where liquid sloshing can intensify motions. This study introduces a hybrid data-driven wavelet approach to improve roll-angle prediction. We built a multilayer perceptron (MLP) in Python and integrated it with the Lucas wavelet method (LWM) to create an MLP–LWM model capable of modeling nonlinear roll dynamics. The combined method delivered a strong fit to observed behaviour (R² = 0.998010) and was validated against established techniques, including Akbari-Ganji’s Method (AGM). For a representative 4° roll test, AGM produced the closest agreement with reference behaviour, yielding mean ? = 0.0528 and standard deviation 0.0146. The homotopy perturbation method (HPM) showed a minor error of 0.87%, whereas the MLP–LWM produced a larger error of 5.11%, with mean ? = 0.0555 and standard deviation 0.0154. Time-history comparisons reveal that all methods capture the same overall decay trend, but MLP–LWM resolves finer transient features better than HPM. These results indicate that the hybrid approach is promising for capturing complex sloshing-related damping phenomena, yet it requires additional training data and hyperparameter tuning to reach the consistent accuracy of AGM. In summary, MLP–LWM offers a flexible, high-resolution alternative for roll-damping prediction in sloshing-sensitive ships, provided that further calibration is undertaken before operational use. Future work will focus on expanding training data-sets drawn from varied sea states and tank geometries, systematic hyperparameter searches, and real-world validation with model tests or full-scale measurements to close the performance gap urgently.