A free-running model of a truck train, which simulates a truck train consisting of a tow truck MAN TGS 19.360 and a biaxial semitrailer Utility VS2DС with a steerable front axis, has been developed. A semitrailer model is active with the wheel drive enables to control its movement by slow downing one of the wheels. The model was equipped with all necessary control equipment. It proved that driving a semitrailer by slow downing one of its wheels is identical to driving a semitrailer front axis with direct drive and a driver transmission ratio of 0.5. Differences in all cases have not exceeded 12% that is slowingdown one of the wheels of a semitrailer is reasonable for driving a truck train with a long base semitrailer.

In this article it is offered the ways to improve the maneuverability of three-link metrobuses by choosing a rational layout scheme and design parameters of its trailer units. Considering that the movement of the metrobus is carried out on direct routes, that is, the maneuverability of the metrobus is appropriate to determine by the overall traffic lane (OTL) size. OTL equal to the difference of the radii of rotation of the points of the train, the farthest and closest to the center, that is, the difference of the overall radii of rotation - the outer (Rz=12,.5 m) and internal (Rv=5,.3m). The methodology for calculating OTL is based on determining the angles of assembly of the road train links and the offset of the driven links trajectories relative to the trajectory of the master. Maneuverability indicators of the three-link metrobus are defined on elastic in the lateral direction wheels. Studies were performed for one-way rotation and ISO maneuvering with the obtained trajectories of links and the overall traffic lane of a metrobus with guided and unmanaged trailer links.

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The vehicle oscillates in different planes relative to the three axes while driving. Especially important are the turns of the vehicle by dint of steered wheels. During such highspeed turns, the vehicle is subjected to additional charges of various systems, including the control system. Therefore, in the calculations of the control system of the vehicle, it is necessary to take into account the inertial mass of the vehicle. In general, the inertial characteristics of some solid body during its rotation are determined by the moments of inertia of this body. The moment of inertia of a solid body concerning the axis of rotation is simply the mass times the square of the perpendicular distance to the rotation axis. To test the results obtained by means of the analytical method, it is necessary to determine the moment of inertia of a vehicle in an experimental way. A convenient method of measuring the moment of inertia of a vehicle can be the method of torsional vibrations. The moment of inertia of a vehicle was determined using special equipment, which was constructed in the laboratory of the Department of Motor Vehicles of the National Transport University.

In article the question at the choice of the rolling stock of passenger motor transport in the BRT system which provides movements of buses on specially allocated and often obgorodzheny strips, that is its full isolation on the road from other means of transport is considered. For increase in passenger capacity in the BRT system use three-link buses and trolleybuses. Along with indisputable advantages of three-link buses and trolleybuses also shortcomings - the worst maneuverability and stability of the movement in comparison with two-link are inherent in them. Besides, the efficiency of operation of such cars is provided with a passenger traffic which during the day can change many times. Therefore the road train as a part of two (or three) the buses or trolleybuses working in connection, і which passenger capacity similar to the jointed buses and trolleybuses can become perspective. In rush hours the bus train, and in interpeak the period - each bus separately works (the possible parking of one bus at allocated to the platform). In view of restriction of the maximum length of the bus train at the level of 24.26 m, as buses as making road trains, we will accept the 8th meter buses MAZ 206. Passenger capacity of such bus is 72 passenger, the power of the traction engine - 160 kW. The expediency of use of three-link hook-on road train is proved by the conducted researches that MAZ 206 with a total length up to 26 m and with a passenger capacity up to 220 passengers in the BRT system consists of three same buses. It is shown that the total power of engines is necessary for the movement of such bus train with a speed of 25 m/s has to make 300 kW while for one bus at the movement with the same speed it has to be at the level of 135 kW. It demonstrates about economic feasibility of use of the bus train from three buses working in connection because for their movement in all range of speeds there is enough power of two engines, that is one of buses can be used as the passive trailer that will lead to improvement of fuel profitability of the bus train. It is established that on maneuverability indicators three links the hook-on road train considerably exceeds three links pivotally - the jointed bus. So, the dimensional lane of the hook-on bus train at execution of the most typical maneuvers by it during the work on a city route does not exceed 3.9 and 4.1 m at turns respectively on 900 and 1800 that it is much less, than for three links pivotally the jointed bus 24 m long respectively of 6.8 and 8.2 m. KEYWORDS: THREE-UNIT THE ROAD TRAIN, THE BUS, PIVOTALLY-THE JOINTED BUS, THE BRT SYSTEM, POWER, MANEUVERABILITY, A TRAJECTORY, OVERALL STRIP