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Road noise is one of the key issues in maintaining high environmental standards. At speeds between 50 and 120 km/h, tires are the main source of noise generated by a moving vehicle. It is well known that either the interaction between the tire tread and the road surface or some internal dynamic effects are responsible for tire noise and vibration. This paper discusses the application of a new method for modelling the generation and propagation of sound during tire motion, based on the application of the so-called acoustic-vortex decomposition. Currently, the application of the Lighthill equation and the aeroacoustics analogy are the main approaches used to model tire noise. The aeroacoustics analogy, in solving the problem of separating acoustic and vortex (pseudo-sound) modes of vibration, is not a mathematically rigorous formulation for deriving the source (righthand side) of the acoustic wave equation. In the development of the acoustic-vortex decomposition method, a mathematically rigorous transformation of the equations of motion of a compressible medium is performed to obtain an inhomogeneous wave equation with respect to static enthalpy pulsations with a source term that de-pends on the velocity field of the vortex mode. In this case, the near-field pressure fluctuations are the sum of acoustic fluctuations and pseudo-sound. Thus, the acoustic-vortex decomposition method allows to adequately modeling the acoustic field and the dynamic loads that generate tire vibration, providing a complete solution to the problem of modelling tire noise, which is the result of its turbulent flow with the generation of vortex sound, as well as the dynamic loads and noise emission due to tire vibration. The method is first implemented and test-ed in the FlowVision software package. The results obtained with FlowVision are compared with those obtained with the LMS Virtual.Lab Acoustics package and a number of differences in the acoustic field are highlighted.

The problem of optimal control of traffic flow in an urban road network is considered. The control is carried out by varying the duration of the working phases of traffic lights at controlled intersections. A description of the control system developed is given. The control system enables the use of three types of control: open-loop, feedback and manual. In feedback control, road infrastructure detectors, video cameras, inductive loop and radar detectors are used to determine the quantitative characteristics of current traffic flow state. The quantitative characteristics of the traffic flows are fed into a mathematical model of the traffic flow, implemented in the computer environment of an automatic traffic flow control system, in order to determine the moments for switching the working phases of the traffic lights. The model is a system of finite-difference recurrent equations and describes the change in traffic flow on each road section at each time step, based on retrived data on traffic flow characteristics in the network, capacity of maneuvers and flow distribution through alternative maneuvers at intersections. The model has scaling and aggregation properties. The structure of the model depends on the structure of the graph of the controlled road network. The number of nodes in the graph is equal to the number of road sections in the considered network. The simulation of traffic flow changes in real time makes it possible to optimally determine the duration of traffic light operating phases and to provide traffic flow control with feedback based on its current state. The system of automatic collection and processing of input data for the model is presented. In order to model the states of traffic flow in the network and to solve the problem of optimal traffic flow control, the CTraf software package has been developed, a brief description of which is given in the paper. An example of the solution of the optimal control problem of traffic flows on the basis of real data in the road network of Moscow is given.

In this paper, we propose an adaptive traffic signal control method invariant to the configuration of the traffic signal. The proposed method uses one neural network model to control traffic signals of various configurations, differing both in the number of controlled lanes and in the used traffic light control cycle (set of phases). To describe the state space, both dynamic information about the current state of the traffic flow and static data about the configuration of a controlled intersection are used. To increase the speed of model training and reduce the required amount of data required for model convergence, it is proposed to use an “expert” who provides additional data for model training. As an expert, we propose to use an adaptive control method based on maximizing the weighted flow of vehicles through an intersection. Experimental studies of the effectiveness of the developed method were carried out in a microscopic simulation software package. The obtained results confirmed the effectiveness of the proposed method in different simulation scenarios. The possibility of using the developed method in a simulation scenario that is not used in the training process was shown. We provide a comparison of the proposed method with other baseline solutions, including the method used as an “expert”. In most scenarios, the developed method showed the best results by average travel time and average waiting time criteria. The advantage over the method used as an expert, depending on the scenario under study, ranged from 2% to 12% according to the criterion of average vehicle waiting time and from 1% to 7% according to the criterion of average travel time.

In the paper the research of the energy and load-stroke parameters of the hemispherical flange forming on the horizontal forging machines has been presented. The Final Element Analysis andUpper Bound Method have been used. On the background of the research the methodic of the load-stroke determination of the hemi-spherical flange upset.

A three-dimensional (3D) hydrodynamic model to describe the spatial patterns of wind and turbulence characteristics in the atmospheric surface layer over inhomogeneous vegetation cover is presented. To describe the interaction of air flow with vegetation the theory of contrast structures is used. The numerical experiments provided by a developed model to assess the impact of small clear-cutting on wind and turbulent regime in the atmospheric surface layer showed a significant influence of heterogeneous vegetation on the wind field and the turbulent exchange processes between the land surface and the atmosphere. Obtained results give a reasonable agreement with field experimental data and results of numerical experiments provided using alternative models.

Superplastic forming of Ni and Ti based alloys is widely used in aerospace industry. The main advantage of using the effect of superplasticity in sheet metal forming processes is a feasibility of forming materials with a high amount of plastic strain in conditions of prevailing tensile stresses. This article is dedicated to study commercial FEM software SFTC DEFORM application for prediction thickness deviation during low temperature superplastic forming of UFG Ti-6-4 alloy. Experimentally, thickness deviation during superplastic forming can be observed in the local area of plastic deformation and this process is aggravated by local softening of the metal and this is stipulated by microstructure coarsening. The theoretical model was prepared to analyze experimentally observed metal flow. Two approaches have been used for that. The first one is the using of integrated creep rheology model in DEFORM. As superplastic effect is observed only in materials with fine and ultrafine grain sizes the second approach is carried out using own user procedures for rheology model which is based on microstructure evolution equations. These equations have been implemented into DEFORM via Fortran user’s solver subroutines. Using of FEM simulation for this type of forming allows tracking a strain rate in different parts of a workpiece during a process, which is crucial for maintaining the superplastic conditions. Comparison of these approaches allows us to make conclusions about effect of microstructure evolution on metal flow during superplastic deformation. The results of the FEM analysis and theoretical conclusions have been approved by results of the conducted Erichsen test. The main issues of this study are as follows: a) the DEFORM software allows an engineer to predict formation of metal shape under the condition of low-temperature superplasticity; b) in order to augment the accuracy of the prediction of local deformations, the effect of the microstructure state of an alloy having sub-microcristalline structure should be taken into account in the course of calculations in the DEFORM software.

In the present article we explore the process of changing the level of approval of a political leader under the influence of the processes taking place in online platforms (social networks, forums, etc.). The driver of these changes is the interaction of users, through which they can exchange opinions with each other and formulate their position in relation to the political leader. In addition to interpersonal interaction, we will consider such factors as the information impact, expressed in the creation of an information flow with a given power and polarity (positive or negative, in the context of influencing the image of a political leader), as well as the presence of a group of agents (opinion leaders), supporting the leader, or, conversely, negatively affecting its representation in the media space.

The mathematical basis of the presented research is the Kirman model, which has its roots in biology and initially found its application in economics. Within the framework of this model it is considered that each user is in one of the two possible states, and a Markov jump process describing transitions between these states is given. For the problem under consideration, these states are 0 or 1, depending on whether a particular agent is a supporter of a political leader or not. For further research, we find its diffusional approximation, known as the Jacoby process. With the help of spectral decomposition for the infinitesimal operator of this process we have an opportunity to find an analytical representation for the transition probability density.

Analyzing the probabilities obtained in this way, we can assess the influence of individual factors of the model: the power and direction of the information flow, available to online users and relevant to the tasks of rating formation, as well as the number of supporters or opponents of the politician. Next, using the found eigenfunctions and eigenvalues, we derive expressions for the evaluation of conditional mathematical expectations of a politician’s rating, which can serve as a basis for building forecasts that are important for the formation of a strategy of representing a political leader in the online environment.

We consider a one-dimensional three velocity kinetic lattice Boltzmann model, which represents a secondorder difference scheme for hydrodynamic equations. In the framework of kinetic theory this system describes the propagation and interaction of three types of particles. It has been shown previously that the lattice Boltzmann model with external virtual force is equivalent at the hydrodynamic limit to the one-dimensional hemodynamic equations for elastic vessels, this equivalence can be achieved with use of the Chapman – Enskog expansion. The external force in the model is responsible for the ability to adjust the functional dependence between the lumen area of the vessel and the pressure applied to the wall of the vessel under consideration. Thus, the form of the external force allows to model various elastic properties of the vessels. In the present paper the physiological boundary conditions are considered at the inlets and outlets of the arterial network in terms of the lattice Boltzmann variables. We consider the following boundary conditions: for pressure and blood flow at the inlet of the vascular network, boundary conditions for pressure and blood flow for the vessel bifurcations, wave reflection conditions (correspond to complete occlusion of the vessel) and wave absorption at the ends of the vessels (these conditions correspond to the passage of the wave without distortion), as well as RCR-type conditions, which are similar to electrical circuits and consist of two resistors (corresponding to the impedance of the vessel, at the end of which the boundary conditions are set and the friction forces in microcirculatory bed) and one capacitor (describing the elastic properties of arterioles). The numerical simulations were performed: the propagation of blood in a network of three vessels was considered, the boundary conditions for the blood flow were set at the entrance of the network, RCR boundary conditions were stated at the ends of the network. The solutions to lattice Boltzmann model are compared with the benchmark solutions (based on numerical calculations for second-order McCormack difference scheme without viscous terms), it is shown that the both approaches give very similar results.

The paper gives a detailed description of the developed methods for simulating the turbulent flow around a helicopter rotor and calculating its aerodynamic characteristics. The system of Reynolds-averaged Navier – Stokes equations for a viscous compressible gas closed by the Spalart –Allmaras turbulence model is used as the basic mathematical model. The model is formulated in a non-inertial rotating coordinate system associated with a rotor. To set the boundary conditions on the surface of the rotor, wall functions are used.

The numerical solution of the resulting system of differential equations is carried out on mixed-element unstructured grids including prismatic layers near the surface of a streamlined body.The numerical method is based on the original vertex-centered finite-volume EBR schemes. A feature of these schemes is their higher accuracy which is achieved through the use of edge-based reconstruction of variables on extended quasi-onedimensional stencils, and a moderate computational cost which allows for serial computations. The methods of Roe and Lax – Friedrichs are used as approximate Riemann solvers. The Roe method is corrected in the case of low Mach flows. When dealing with discontinuities or solutions with large gradients, a quasi-one-dimensional WENO scheme or local switching to a quasi-one-dimensional TVD-type reconstruction is used. The time integration is carried out according to the implicit three-layer second-order scheme with Newton linearization of the system of difference equations. To solve the system of linear equations, the stabilized conjugate gradient method is used.

The numerical methods are implemented as a part of the in-house code NOISEtte according to the two-level MPI–OpenMP parallel model, which allows high-performance computations on meshes consisting of hundreds of millions of nodes, while involving hundreds of thousands of CPU cores of modern supercomputers.

Based on the results of numerical simulation, the aerodynamic characteristics of the helicopter rotor are calculated, namely, trust, torque and their dimensionless coefficients.

Validation of the developed technique is carried out by simulating the turbulent flow around the Caradonna – Tung two-blade rotor and the KNRTU-KAI four-blade model rotor in hover mode mode, tail rotor in duct, and rigid main rotor in oblique flow. The numerical results are compared with the available experimental data.

Numerical simulation of hull flow, marine propellers and other basic problems of ship hydrodynamics using Cartesian adaptive locally-refined grids is advantageous with respect to numerical setup and makes an express analysis very convenient. However, when more accurate viscous phenomena are needed, they condition some problems including a sharp increase of cell number due to high levels of main grid adaptation needed to resolve boundary layers and time step decrease in simulations with a free surface due to decrease of transit time in adapted cells. To avoid those disadvantages, additional boundary layer grids are suggested for resolution of boundary layers. The boundary layer grids are one-dimensional adaptations of main grid layers nearest to a wall, which are built along a normal direction. The boundary layer grids are additional (or chimerical), their volumes are not subtracted from main grid volumes. Governing equations of flow are integrated in both grids simultaneously, and the solutions are merged according to a special algorithm. In simulations of ship hull flow boundary layer grids are able to provide sufficient conditions for low-Reynolds turbulence models and significantly improve flow structure in continues boundary layers along smooth surfaces. When there are flow separations or other complex phenomena on a hull surface, it can be subdivided into regions, and the boundary layer grids should be applied to the regions with simple flow only. This still provides a drastic decrease of computational efforts. In simulations of marine propellers, the boundary layer grids are able to provide refuse of wall functions on blade surfaces, what leads to significantly more accurate hydrodynamic forces. Altering number and configuration of boundary grid layers, it is possible to vary a boundary layer resolution without change of a main grid. This makes the boundary layer grids a suitable tool to investigate scale effects in both problems considered.