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1
Suchecki, Zbigniew. "Wydalanie duchownych na podstawie kanonicznego procesu karnego." Prawo Kanoniczne 54, no. 3-4 (December 10, 2011): 77–115. http://dx.doi.org/10.21697/pk.2011.54.3-4.03.
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Il processo penale canonico ha sempre costituito l’extrema ratio cui ricorrere solo quando fossero esaurite tutte le altre vie per ottenere la riparazione dello scandalo, il ristabilimento della giustizia, l’emendamento del reo (cfr. c. 1341). Le cause penali necessitano della presenza del promotore di giustizia in quanto con esse si vuole perseguire le finalità della giustizia e della tutela del bene pubblico. Per irrogare o dichiarare la pena il Codice di Diritto Canonico del 1983 prevede una doppia procedura penale: giudiziaria (che si concluderà con una sentenza) o amministrativa (stragiudiziale – che si concluderà con un decreto). Nel processo penale giudiziario il Promotore di giustizia svolge il compito di parte attrice o titolare dell’azione criminale contro l’imputato. Giovanni Paolo II nel discorso alla Rota Romana ha sottolineato che «l’istituzionalizzazione di quello strumento di giustizia che è il processo rappresenta una progressiva conquista di civiltà e di rispetto della dignità dell’uomo» (Cfr. Giovanni Paolo II, Discorso alla Rota Romana, (18 gennaio 1990), in L’Osservatore Romano, 19 gennaio 1990, p. 5). Si evince molto chiaramente dal can. 1342, § 1 la preferenza del legislatore per la via giudiziale. Infatti, il processo penale giudiziario offre maggiori garanzie di giustizia, in quanto assicura e garantisce in modo conforme il diritto alla difesa, permette al giudice di consolidare una maggiore certezza morale sull’esistenza dei fatti mediante l’acquisizione giudiziale delle prove, delle circostanze e dell’imputabilità, valutando tutte le circostanze del delitto, determina la condizione dell’imputato, precisa il grado del danno causato dal delitto, applica con equità la pena giusta alla luce degli elementi emersi durante il giudizio. Rimangono tuttavia casi in cui il legislatore indica la via giudiziale come la più adatta, che certamente offre maggiori certezze e garanzie ai fini dell’accertamento della verità, della giustizia e soprattutto della salvaguardia dei diritti dei fedeli. Innanzitutto essa è obbligatoria per irrogare o dichiarare le pene più gravi, come quelle espiatorie perpetue (can. 1336). «Per decreto non si possono infliggere o dichiarare pene perpetue; né quelle pene che la legge o il precetto che le costituisce vieta di applicare per decreto» (can. 1342, § 2). Il promotore di giustizia assume le vesti di parte attrice o titolare dell’azione criminale (actio criminalis) contro l’imputato. Egli è la persona pubblica costituita per tutelare il bene pubblico, che deriva dall’osservanza della legge, al di là delle considerazioni soggettive can. 1362, § 1; 1720, 3°; 1726. Nel processo penale, a protezione dei diritti del fedele il legislatore vieta espressamente di imporre all’imputato il giuramento e l’accusato non è tenuto a confessare il delitto (can. 1728, § 2). In questo modo si garantisce al reo la scelta della linea difensiva più opportuna senza costrizione a riconoscere i fatti che siano a sé sfavorevoli. Il processo penale giudiziario prevede e garantisce al reo un diritto fondamentale di appello dopo l’emanazione della sentenza di condanna (can. 1727, § 1). Inoltre garantisce il diritto di appello al promotore di giustizia nelle cause in cui la loro presenza è richiesta (cfr. cann. 1727, § 2, 1628). Il termine per proporre l’appello è di 15 giorni e va proposto avanti al giudice a quo, che ha emesso la sentenza. Può essere fatto a voce, ed in tal caso il notaio lo deve mettere per scritto avanti allo stesso appellante (can. 1630, § 2). Il can. 1353 disciplina che «l’appello o il ricorso contro le sentenze giudiziali o i decreti che infliggono o dichiarano una pena qualsiasi hanno effetto sospensivo». Il legislatore prevede nel Capitolo III: «de actione ad damna reparanda» un’azione contenziosa per la riparazione dei danni ingiustamente inferti dal delitto (cann. 1729–1731). Pur consentendo nell’ambito del processo penale giudiziario l’esercizio dell’azione per il risarcimento dei danni, il legislatore tiene sempre distinte le due azioni, quella criminale, tendente all’irrogazione o alla dichiarazione della pena, e quella contenziosa per la riparazione dei danni inferti dal delitto. La sentenza può essere eseguita dopo che sia passata in giudicato, ossia dopo una duplice sentenza conforme che non sempre si ha con la decisione di secondo grado.
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González Freire, Juan Francisco. "La previsibilidad contractual y sus consecuencias en el Código Civil y Comercial." Revista de la Facultad de Ciencias Económicas 26, no. 1 (June 30, 2021): 15. http://dx.doi.org/10.30972/rfce.2615027.
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<p>La temática que se abordará en el presente trabajo se relaciona con los efectos jurídicos que surgen de lo previsto en materia contractual; sea cual fuere el ámbito o las cuestiones por las cuales las partes exteriorizan su voluntad al momento de pactar. El Legislador ha contemplado las consecuencias jurídicas a través del vigente artículo 1728 del Código Civil y Comercial, señalando textualmente en cuanto a la “previsibilidad contractual”, que “En los contratos se responde por las consecuencias que las partes previeron o pudieron haber previsto al momento de su celebración”; obviamente basándose en un obrar culposo, habida cuenta de que la culpa se presume cuando el factor de atribución no pueda establecerse con claridad al momento de demostrar el incumplimiento (cfr. art. 1721 y 1724, CCC). Cuando existe dolo en el obrar del deudor, la responsabilidad se fija tomando en cuenta estas consecuencias también al momento del incumplimiento a sabiendas de que la intencionalidad de apartarse de lo oportunamente pactado conlleva un marco de juzgamiento mucho más riguroso. Conforme a ello, la voluntad del Legislador refleja la necesidad de establecer las consecuencias resarcibles provenientes del incumplimiento de una obligación preexistente, cuya interpretación trae aparejadas algunas consideraciones que merecen ser analizadas. En el próximo punto pasaremos a detallar su exégesis en relación a su incorporación normativa, en concordancia con las demás normas aplicables en la materia.</p>
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Langlet, Philippe. "Les Constitutions de 1723 et leurs traductions en français. Éléments d’étude." Chroniques d'histoire maçonnique N° 80, no. 2 (July 15, 2017): 62–94. http://dx.doi.org/10.3917/chm.080.0062.
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Orr, Bridget. "Fatal Desire: Women, Sexuality and the English Stage, 1660–1720 (review)." Comparative Drama 41, no. 3 (2007): 386–89. http://dx.doi.org/10.1353/cdr.2007.0033.
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Blanchard, Emmanuel. "Aline Helg, Plus jamais esclaves ! de l’insoumission à la révolte, le grand récit d’une émancipation (1492-1838), Paris, La Découverte, 2016, 422 pp. , ISBN : 9782707188656." Crime, Histoire & Sociétés, Vol. 21, n°1 (January 1, 2017): 422. http://dx.doi.org/10.4000/chs.1727.
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Lazorenko-Hevel, N., I. Galius, V. Zatserkovnyi, B. Denysiuk, and N. Shudra. "SPECIFICITIES OF THE CREATION OF GEOINFORMATION MAINTENANCE OF THE TERRITORY OF CHORNOBYL RADIATION AND ECOLOGICAL BIOSPHERE RESERVEFOR GEOINFORMATION MONITORING CONDUCTION." Visnyk of Taras Shevchenko National University of Kyiv. Geology, no. 2 (93) (2021): 100–111. http://dx.doi.org/10.17721/1728-2713.93.12.
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The state and prospects of application of geoinformation systems (GIS) to solve monitoring tasks of nature protected territories of Ukraine are investigated. The results of the first in Ukraine project of geoinformation support of the territory of the Chornobyl Radiation and Ecological Biosphere Reserve (CBR) for monitoring conduction is introduced; it is based on a geospatial database (SDB) of the reserve, which was created using an featureoriented approach based on national standards of Ukraine DSTU 8774:2018 "Geographical information. Rules for geospatial data modeling" and DSTU ISO 19110: 2017 "Geographic information – Methodology for feature cataloging". An information and reference geoportal of the territory and facilities of the Chornobyl Radiation and Ecological Biosphere Reserve has been created, which makes it possible to provide public access to the current monitoring information of the CBR based on the ArcGISOnline platform to a wide range of users. The use of the developed specialized algorithms of geoinformation analysis and modeling for monitoring of a radiation pollution condition of CBR is offered. Peculiarities of geoinformation support of the Chornobyl Radiation and Ecological Biosphere Reserve for GIS monitoring are as follows: keeping up-to-date and unifying different types and origins of data on a single digital topographic basis, ensuring the required level of interaction between different local government authorities, other enterprises and institutions which ensure the viability of the reserve. Problems solved with the help of GIS CBR: creation and maintenance of up-to-date of the spatial data such as: (boundaries of the reserve, current state of use of the territory, natural landscapes, vegetation, distribution of rare and endangered species of flora, fauna, plant communities, functional zoning, afforestation of the reserve; location of historical, cultural and recreational areas features, ecological trails and tourist routes; fire-fighting landscaping, project plan); planning of nature reserve territory; organization of economically, socially and ecologically effective management of the reserve; development of measures for environmental monitoring; monitoring of the state of radiation pollution of the reserve territory; making management decisions, issuing data on hard media; design of tourist routes; designing possible consequences of catastrophes; providing geoinformation support during forest fire fighting; development of measures for the implementation of environmental, anti-erosion, landslide and fireworks, restoration of disturbed natural complexes; comprehensive assessment of the territory of the reserve, its economic use and reserves of natural resources, landscape diversity, historical and cultural sites, the state of engineering and transport infrastructure; conducting scientifically substantiated functional zoning of the reserve territory; development of proposals for the construction and reconstruction of facilities necessary to ensure the activities of the reserve.
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Brown, RFC, KJ Coulston, FW Eastwood, MJ Irvine, and ADE Pullin. "Argon Matrix Infrared Spectroscopic Evidence for the Generation of Pentatetraenone by Flash Pyrolysis of Suitable Precursors." Australian Journal of Chemistry 41, no. 2 (1988): 225. http://dx.doi.org/10.1071/ch9880225.
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Five compounds were investigated as precursors for the pyrolytic generation of pentatetraenone, H2C=C=C=C=C=O. These were (1)-(4): 3- ethenylidenebicyclo [2.2.1]hept-5-ene with the following 2,2 substituents : H, COOCOCF3 (1); H, 13COOCOCF3 (1′); (COOCOCF3)2 (2); (COO)2C(CH3)(OCH3) (3); (COO)2Si(CH3)2 (4) and 5-(3′- methylenebicyclo [2.2.1]hept-5′-en-2′-ylidene)-2,2-dimethyl-1,3-dioxan-4,6-dione (5). The five precursors were pyrolysed in a stream of argon at temperatures in the range 350-725°C and the pyrolysate -argon mixture condensed on a CsI plate at c. 10 K. Infrared spectra were obtained between 4000 and 250 cm-1. All five precursors gave two strong bands in the spectral region 2070-2250 cm-1, possibly attributable to pentatetraenone. At lower pyrolytic temperatures the more intense of the two bands was a broad band centred at c. 2128 cm-1 [precursors (1)- (4)] or at c. 2094 cm-1 [precursor (5)]. At higher pyrolytic temperatures these bands were diminished in intensity and replaced by a narrow band at 2207 cm-1 for all five precursors. Bands due to the expected other products for each pyrolysis reaction to form pentatetraenone were observed. H2C413CO ( pentatetraenone substituted by 13C at the carbonyl carbon atom) was prepared by pyrolysis of precursor (1′). We assign the broad bands at c. 2128 cm-1 [precursors (1)-(4)] and at c. 2094 [precursor (5)] to incompletely pyrolysed precursor in which cyclopentadiene has been retained but decomposition in the rest of the molecule has resulted in formation of a =C=C=O group. Bands at 2207, 2068 and 1726 cm-1 we assign to v2-v4 of pentatetraenone. Corresponding bands at 2168, 2056 and 1720 cm-1 are observed in the spectrum of H2C413CO.
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O. V. Vlasova. "Kariological indicators of buccal epitelia in newborns under sepsis, which parents have constantly lived in the conditions of various ecological conditions." Clinical anatomy and operative surgery 19, no. 1 (February 27, 2020): 13–19. http://dx.doi.org/10.24061/1727-0847.19.1.2020.2.
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The generally accepted and accessible method of cytogenetic assessment of the mutagenic effect of factors of various nature is the micronucleus test. Now this test is one of the non-invasive methods of population survey, which are influenced by environmental pollution. Objective: to establish the characteristics of karyological indicators of buccal epithelium in children of patients with neonatal sepsis, whose parents constantly lived in different environmental conditions. Material and methods. To study this goal, a comprehensive examination of 260 newborns who underwent neonatal sepsis in 2015-2018 was carried out. A suggested feature of a comprehensive assessment of the long-term load on the body of parents of newborns of anthropogenic pollution of air, water and soil in the regions of the region was the proposed environmental risk coefficient (CER) taking into account the environmental situation in the regional centers. So, the first clinical group (the main one) included patients with neonatal sepsis, whose parents constantly lived for months with a CER of 2,0 or more and with an unfavorable ecological characterization of the regional center. The second group (comparisons) was formed by newborns with sepsis, whose parents lived permanently in areas with a low risk of adverse effects of these environmental factors on their bodies (CER<2,0). A micronuclear test of exfoliative buccal epithelium in patients with neonatal sepsis was performed and evaluated in the immunological laboratory of the Department of Pediatrics and Pediatric Infectious Diseases of the Bukovynian State Medical University according to the method of V.N. Kalaev. Results and its discussion. In the main group, children with a high risk of cytogenetic disorders significantly prevailed with a slight decrease in the quota of patients with low risk. So, in group I with a low risk of cytogenetic disorders there were 42,1 % of cases, with an average risk of 5,3 %, and with a high risk of 52,7 % of cases. In the comparison group, respectively, with a low risk of cytogenetic disorders there were 54,5 %, (P>0,05) cases, with an average risk of – 12,1 %, (P>0,05), and with a high risk of – 33,3 %, (P=0,05) cases. Conclusions. As a result of the karyological test of exfoliate buccal epithelium, it can be noted that in newborns of the main group, compared with children of the comparison group, cytogenetic disturbances and, in some cases, violation of cell kinetics in the form of proliferation and apoptosis were significantly more often detected. The accumulation index of cytogenetic disorders was also significantly higher in group I patients due to the predominance of patients with a high risk of cytogenetic disorders in them
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Panchenko, Sergii, Oleksij Fomin, Glib Vatulia, Oleksander Ustenko, and Alyona Lovska. "Determining the load on the long-based structure of the platform car with elastic elements in longitudinal beams." Eastern-European Journal of Enterprise Technologies 1, no. 7 (109) (February 22, 2021): 6–13. http://dx.doi.org/10.15587/1729-4061.2021.224638.
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This paper reports a study into the dynamic loading and strength of an improved carrying structure of the platform car. A special feature of the car is the presence of elastic elements in the main longitudinal beams of the frame. This could improve the fatigue strength of the carrying structure of the platform car under operational modes.
Mathematical modeling was carried out to determine the dynamic load on the carrying structure of the platform car. The fluctuations of bouncing were taken into consideration. It has been established that the vertical acceleration of the carrying structure of the platform car without cargo is about 2.0 m/s2 (0.2 g). In this case, the vertical accelerations that act on the carrying structure of the platform car are lower by 15 % as compared to the prototype wagon.
The main indicators of strength of the bearing structure of the platform car have been determined. The calculation was carried out using a method of finite elements employing the software suite SolidWorks Simulation (France). When compiling the estimation scheme, it was taken into consideration that the carrying structure of the platform car was loaded with four containers the size of 1SS. In this case, the maximum equivalent stresses occur in the region of interaction between a pivot beam and spreads and are 254.0 MPa. That warrants the strength of the carrying structure of the platform car.
The numerical values of acceleration of the carrying structure of the platform car have been determined, as well as the fields of their location, by applying computer simulation.
The fatigue strength and oscillation eigenfrequencies in the carrying structure of the platform car have been investigated; their designed service time has been estimated.
The reported research would contribute to building innovative structures of platform cars, as well as to improving the efficiency of combined transportation.
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Fomin, Oleksij, Alyona Lovska, Kseniia Ivanchenko, and Ievgen Medvediev. "Justifying the prolongation of the service life of the bearing structure of a tank car when using Y25 bogies." Eastern-European Journal of Enterprise Technologies 3, no. 7 (111) (June 30, 2021): 6–14. http://dx.doi.org/10.15587/1729-4061.2021.231622.
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This paper substantiates the use of Y25 bogies under tank cars in order to prolong their service life. The reported study has been carried out for a tank car with rated parameters, as well as the actual ones, registered during full-scale research. Mathematical modeling was performed to determine the basic indicators of the tank car dynamics. The differential equations of motion were solved by a Runge-Kutta method using the Mathcad software package (USA). It was established that the use of Y25 bogies under a tank car with rated parameters could reduce the acceleration of its bearing structure by almost 39 % compared to the use of standard 18‒100 bogies. Applying the Y25 bogies under a tank car with the actual parameters reduces the acceleration of its load-bearing structure by almost 50 % compared to the use of standard 18‒100 bogies. The derived acceleration values were taken into consideration when calculating the bearing structure of a tank car for strength. The calculation was performed using the SolidWorks Simulation software package (France). The resulting stress values are 18 % lower than the stresses acting on the load-bearing structure of a tank car equipped with 18‒100 bogies. For the load-bearing structure of a tank car with the actual parameters, the maximum equivalent stresses are 16 % lower than the stresses when the 18‒100 bogies are used. The design service life of the load-bearing structure of a tank car was estimated taking into consideration the use of Y25 bogies. The calculations showed that the design service life of the bearing structure of a tank car equipped with Y25 bogies is more than twice as high as that obtained for 18‒100 bogies. The study reported here would contribute to compiling recommendations for prolonging the service life of the load-bearing structures of tank cars
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Palmer, Russell. "Illustrating Gulliver and the Lilliputians in 1727 and 1728." ANQ: A Quarterly Journal of Short Articles, Notes and Reviews 34, no. 4 (September 29, 2021): 311–18. http://dx.doi.org/10.1080/0895769x.2021.1980857.
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Fomin, Oleksij, Alyona Lovska, Vadym Dzhenchako, Olexandr Zhylinkov, Anna Fomina, and Andrii Lytvynenko. "Determining the features of temperature influence on the load-bearing structure of a hopper car with a composite cladding when transporting pellets to metallurgical enterprises." Eastern-European Journal of Enterprise Technologies 1, no. 7(115) (February 28, 2022): 32–41. http://dx.doi.org/10.15587/1729-4061.2022.251300.
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This paper reports the improved load-bearing structure of a hopper car for transporting pellets and hot sinter. In order to increase the strength of the load-bearing structure of a hopper car under the influence of high temperatures from the transported cargo, the use of cladding made of composite material has been proposed. This solution also contributes to a 5 % reduction in the wagon's tare compared to the prototype car. The dynamic load on the load-bearing structure of a hopper car was determined. This study was carried out for the case where an empty wagon was moving over an irregularity between the rail joints. The calculations showed that the studied dynamics indicators did not exceed the permissible values. At the same time, the ride of a hopper car is rated as "excellent". The main indicators of the strength of the carrying structure of a hopper car were determined taking into consideration the proposed improvement. That took into account the temperature effect exerted on the load-bearing structure of a hopper car by hot sinter. It was established that the maximum equivalent stresses occur in the zone of interaction of the girder beam with the pivot beam and are about 290 MPa. At the same time, stresses in the cladding of a hopper car are about 200 MPa, which is 12 % lower than those in a regular structure. Modal analysis was carried out to determine the frequencies and shapes of the natural oscillations of the bearing structure of a hopper car with a composite cladding. The calculation results demonstrated that the first natural frequency exceeds 8 Hz. Therefore, the safety of the wagon is provided. The coefficient of fatigue resistance of the load-bearing structure of a hopper car was calculated. It was established that its value is almost twice as high as the permissible one. That is, the resistance to fatigue of the supporting structure is provided. The research reported here could contribute to ensuring the strength of the load-bearing structures of hopper cars, reducing the cost of maintenance, and increasing the efficiency of their operation.
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Lovska, Alyona, Oleksandr Stanovskyi, Oksana Zharovа, Yevheniia Naumenko, and Yevhen Pelypenko. "Identifying patterns in loading a gondola car body with reinforcing belts in the structure of side walls." Eastern-European Journal of Enterprise Technologies 3, no. 7 (129) (June 28, 2024): 17–25. http://dx.doi.org/10.15587/1729-4061.2024.303987.
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The object of this study is the processes of occurrence, perception, and redistribution of loads in the body of a gondola car with reinforcing belts in the structure of side walls. In order to improve the strength of side walls of the gondola car body, it is proposed to strengthen them with additional belts. At the same time, it is reinforced with diagonal belts in three sections of the body on the side of the consoles, and in the middle section, 1/3 of the height from the lower strapping, with a horizontal belt. To determine the parameters for the execution of profiles in the reinforcing belts, the calculation of the gondola car body as a rod system was carried out. Based on the resulting values of bending moments, the moment of resistance of the cross-section of the profiles of the reinforcing belts was determined. The calculation of the strength of the body of the gondola car under the main modes of its loads in operation (I and III calculation modes) was carried out. It was found that the resulting stresses were 10.3 % lower than those occurring in a typical design of a gondola car body. The movement of the gondola car in the empty and loaded states was evaluated. A feature of the reported research results is that the improvement of the strength of the side walls of the gondola car body is achieved by increasing the rigidity of its frame. The field of practical use of the results is the engineering industry, in particular, railroad transport. The conditions for the practical application of results are the symmetrical distribution of reinforcing belts along the length of the gondola car body. This study results may contribute to improving the durability of gondola car bodies in operation, and accordingly to reducing costs for unscheduled repairs. Also, the findings could prove useful for designing modern structures of railroad cars
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Fomin, Oleksij, Alyona Lovska, Anna Fomina, and Gregori Boyko. "Justifying the expediency of using composite components in the long-wheelbase platform car." Eastern-European Journal of Enterprise Technologies 4, no. 7 (118) (June 13, 2022): 14–22. http://dx.doi.org/10.15587/1729-4061.2022.261585.
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This paper reports the improved load-bearing design of a long-wheelbase platform car for the transportation of containers. The improvement involves the construction of a special structure to accommodate fitting stops made from composite material. The design of the add-on structures provides an opportunity to reduce dynamic loads between containers and the platform car at the expense of elastic friction bonds. The dynamic load on the bearing structure of the platform car was determined. To this end, a mathematical model was built that takes into consideration its movement in the vertical plane. The results of resolving the mathematical problem established that the derived values of accelerations were 5.3 % and 6.2 %, respectively, lower than those acting on the platform car and container, taking into consideration the typical scheme of their interaction. To ensure the strength of the add-on structure, the calculation was performed using a finite-element method. It was established that the maximum stresses occurred in the inclined parts of the add-on structure and were 113.6 MPa, which is much lower than the permissible ones. In addition, within the framework of this study, a dynamic load on the improved design of the platform car was determined when it moves empty. The calculation results showed that the defined indicators of dynamics were within the permissible limits while the ride of the platform car was "good". The coefficient of resistance to fatigue of the load-bearing structure of the platform car was determined, taking into consideration the new scheme of interaction with containers. Taking the proposed solutions into account, it becomes possible to increase the resistance coefficient of fatigue of the load-bearing structure of the platform car by 8 % compared to the typical scheme. The study reported here could help reduce the cost of maintaining combined transport vehicles, as well as improve the efficiency of their operation.
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Stauber, Burkhard. "1727 oder 1729?" Die Musikforschung 73, no. 3 (September 22, 2021): 235–58. http://dx.doi.org/10.52412/mf.2020.h3.15.
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The parody relation between two outstanding works by J. S. Bach has not been satisfyingly explained: the Funeral Music for Leonhard of Sachsen-Anhalt for Köthen (BWV 244a) and the St Matthew Passion (BWV 244). The scanty documented evidence does not allow us to decide unequivocally the precise year of the first performance of the St Matthew Passion (1727 or 1729). However, a detailed comparison of the text-music relationship makes it possible to discern which of Picander's texts of those ten movements which are potentially related as parodies, either those of 244a or 244, were originally first composed for the music of the early Passion version (BWV 244b). In five movements the music was almost certainly composed to Passion texts, in four movements the Funeral texts seem to have generated the music of BWV 244b. In one movement the choir part was very likely composed to the Funeral text, the soloist part to the Passion text. Therefore it seems likely that the St Matthew Passion was composed and performed in 1728/29 simultaneously with the Funeral Music, a unique instance in Bach's parody technique which merits further investigation.
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Lovska, Alyona, Iraida Stanovska, Volodymyr Nerubatskyi, Yevheniia Naumenko, and Dmytro Sushko. "Determining the load on a body of the gondola car with unloading hoppers under the basic operating modes." Eastern-European Journal of Enterprise Technologies 4, no. 7 (124) (August 31, 2023): 21–29. http://dx.doi.org/10.15587/1729-4061.2023.285421.
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The object of research is the processes of occurrence, perception, and redistribution of loads in the supporting structure of a gondola car with unloading hoppers. In order to increase the carrying capacity of the gondola car, and accordingly the profitability of railroad transportation, it has been proposed to improve its structure. This improvement implies the installation of unloading hoppers in its middle part. According to preliminary calculations, the use of unloading hoppers could increase the usable volume of the body by 2.82 m3. At the same time, the carrying capacity of the car would increase by 3.8 tons. Accordingly, the axial load on the wheelsets would increase. It is possible to solve this issue by using wheelsets with increased axial load in bogies. As part of the research, a mathematical modeling of the vertical dynamics of the gondola car during its movement in the empty and loaded states of the rail track was carried out. It was established that the movement of the car is evaluated as "excellent". The calculation of the strength of the gondola car body under the main operational load modes was carried out. The stability of the car's equilibrium was determined, and its modal analysis was also carried out. The peculiarity of the results within the framework of the study is that the proposed improvement could be implemented not only when designing a new car structure but also during modernization. The area of practical application of the results is the machine-building industry, in particular, railroad transport. The conditions for the practical application of the research results are compliance with the axial load within the permissible values. The research reported here will contribute to improving the technical and economic indicators of cars, as well as increasing the profitability of railroad transportation
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Karshyga, Akishev, Amandos Tulegulov, Aslan Kalkenov, Kapar Aryngazin, Zhadira Nurtai, Dastan Yergaliyev, Manas Yergesh, and Ainura Jumagaliyeva. "Development of an intelligent system automating managerial decision-making using big data." Eastern-European Journal of Enterprise Technologies 6, no. 3 (126) (December 28, 2023): 27–35. http://dx.doi.org/10.15587/1729-4061.2023.289395.
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The object of the study is the automotive industry of the Republic of Kazakhstan. The subject of the study is the management of the decision-making process in assessing the consumer capabilities of potential customers of car dealerships, the process of forecasting car pricing. A method using a global search engine optimization algorithm, a forest conveyor line with a random forest model with Bayesian optimization (RFBO), is proposed. The algorithm of the method is as follows: – obtaining and processing initial data taking into account the degree of uncertainty; – formation of the optimization vector; – creation of descendant vectors; – ordering of vectors in descending order; – reducing the dimension of the feature space; – knowledge base training. In the presented work, data from websites www.m.Kolesa.kz, www.Cars.com and the average values of the median salary in the Republic of Kazakhstan were used to create a knowledge base, the program code of the platform was created using the Visual Studio Code in the Python language. The task to be solved was to predict car prices and assess the consumer capabilities of potential car dealership customers. We evaluate our solution based on a dataset that was created by analyzing several car classified sites and data on potential customers. Our results show that the accuracy of the model training was 92.1 %, and the accuracy of forecasting car prices and evaluating the consumer capabilities of potential customers was 87.3 % – this is primarily due to lower prediction errors than those of the estimated regressors using the same set of input data, high-quality object mapping and a more competitive RFBO algorithm, superior to simple linear models. The developed software solution should be used for making automated management decisions by car dealerships and credit organizations
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Sharpe, James. "Claude Gauvard, Andrea Zorzi (Eds), La vengeance en Europe XIIIe-XVIIIe siècle, Paris, Publications de la Sorbonne, 2015, 384 pp. , ISBN : 978-2-8." Crime, Histoire & Sociétés, Vol. 21, n°1 (January 1, 2017): 384. http://dx.doi.org/10.4000/chs.1725.
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Emsley, Clive. "Arnaud-Dominique Houte, Jean-Noël Luc (eds.), Les gendarmeries dans le monde ; de la Révolution française à nos jours, Paris, PUPS, 2016, 414 p., ISBN : 979-10-231-0520-9." Crime, Histoire & Sociétés, Vol. 21, n°1 (January 1, 2017): 414. http://dx.doi.org/10.4000/chs.1729.
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Amirgaliyev, Beibut, Gulzhan Yegemberdiyeva, Alexander Kuchansky, Yurii Andrashko, and Ihor Korol. "Automating the customer verification process in a car sharing system based on machine learning methods." Eastern-European Journal of Enterprise Technologies 4, no. 2(118) (August 31, 2022): 59–66. http://dx.doi.org/10.15587/1729-4061.2022.263571.
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Convenient and accurate verification of the user of a car sharing system is one of the key components of the successful functioning of the car sharing system as a whole. The machine learning-based KYC (Know your customer) process algorithm makes it possible to improve the accuracy of customer data validation and verification. This makes it possible to eliminate possible losses and reputational losses of the company in case of unforeseen situations while using the client's car sharing services. The object of this study is to find a solution to the problem of user verification in a car sharing system based on the KYC process using deep learning methods with a combination of OCR (Optical Character Recognition) methods. The statement of the user verification problem in the car sharing system was formalized and the key parameters for the KYC process have been determined. The algorithm of the KYC process was constructed. The algorithm includes six successive stages: separating a face in the photograph, comparing faces, checking documents and their validity period, establishing and recognizing ROI (region of interest), formulating a verification decision. To separate the face in the client's photograph and compare faces, methods based on deep learning, as well as the quick HoG method (Histogram of oriented gradients), were considered and implemented. Verification of these methods on a test dataset, which includes images of documents of two thousand clients, showed that the recognition accuracy was 91 % according to Jaccard's metric. The average time of face separation using the HoG method was 0.2 seconds and when using trained models – 3.3 seconds. Using a combination of ROI and ORC separation methods makes it possible to significantly improve the accuracy of verification. The proposed client verification algorithm is implemented as an API on an ML server and integrated into the car sharing system.
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Panchenko, Sergii, Oleksij Fomin, Glib Vatulia, Alyona Lovska, Oleksandr Bahrov, Dmytro Fedosov-Nikonov, and Andrij Rybin. "Defining patterns in the dynamic load and strength of the bearing structure of a covered freight car with a filler in the girder beam." Eastern-European Journal of Enterprise Technologies 6, no. 7 (114) (December 21, 2021): 68–76. http://dx.doi.org/10.15587/1729-4061.2021.243866.
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This paper reports a study into determining the dynamic load and strength of the bearing structure of a covered freight car under operational modes. A feature of the freight car's bearing structure is that the girder beam has a closed cross-section. To reduce the dynamic load of the frame, the girder beam is filled with a material with viscoelastic properties. Such a solution could contribute to the transformation of the kinetic energy of impact (due to jerk, stretching, compression) into work of viscoelastic friction forces, and, consequently, to reducing the load on the bearing structure. To substantiate the proposed improvement, the dynamic load on the bearing structure of a covered freight car was mathematically modeled. The calculation was performed for the case of joint impacts at shunting. The study was carried out in a flat coordinate system. It was established that the maximum accelerations acting on the bearing structure of a covered freight car were about 37 m/s2. The calculated acceleration value is 3.2 % lower than that obtained for the bearing structure of a covered freight car without filler. The results of calculating the strength of the load-bearing structure of a covered freight car are given. In this case, a finite-element method was applied. The maximum equivalent stresses occur in the zones of interaction between the girder beam and the pivot beams, and amount to 319.5 MPa, which is 8 % lower than permissible. The calculation was also performed regarding other operational modes of loading the freight car's bearing structure. The model of the dynamic load on the bearing structure of a covered freight car was verified according to the F-criterion. The research reported here could contribute to designing innovative rolling stock structures, thereby improving the efficiency of their operation.
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Gavryliuk, Andrii, Roman Yakovchuk, Dmytro Chalyy, Mykhailo Lemishko, and Nazarii Tur. "Determination of fire protection distances during a tesla model s fire in a closed parking lot." Eastern-European Journal of Enterprise Technologies 2, no. 10 (122) (April 29, 2023): 39–46. http://dx.doi.org/10.15587/1729-4061.2023.277999.
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This study modelled an electric vehicle fire on the example of a Tesla Model S (USA) in a closed car park. Such fires pose an increased danger due to their rapid spread, the presence of a large number of vehicles, the release of toxic combustion products and heavy smoke. In fact, the rapid spread of a fire in a closed car park is caused by unreasonably small distances between vehicles. Thus, the purpose of the study was to determine the minimum fire protection distances due to an electric vehicle fire in a closed car park using the example of Tesla Model 3. For this purpose, the objects and their physical characteristics were described, input and environmental parameters were set, and a mathematical model of the dynamics of fire development was formed. This made it possible to establish the minimum fire protection distance during the free development time of 610 s for an electric vehicle fire in a closed car park, which is 10 m along the flank and 6 m along the front. The difference in fire protection distances on the flank and front is explained by the design features of the electric vehicle. That is, the flank area of the flame will be larger than the front of the burning electric vehicle, and therefore the heat radiation power will also be greater. The actual heat radiation power is the key factor affecting fire protection distances. The results of the study can be used in the design of various types of car parks and the safe placement of vehicles in them. Fire protection distances between cars in enclosed car parks can be taken into account by insurance companies when assessing the risk of damage to cars due to fires. And also by fire and rescue units involved in extinguishing such fires, to ensure the safety of rescuers
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Chaplin, Steve. "CAR‐T cell therapy: personalised immunotherapy for cancer." Prescriber 29, no. 12 (December 2018): 26–29. http://dx.doi.org/10.1002/psb.1725.
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Amirgaliyev, Beibut, Yurii Andrashko, and Alexander Kuchansky. "Building a dynamic model of profit maximization for a carsharing system accounting for the region’s geographical and economic features." Eastern-European Journal of Enterprise Technologies 2, no. 4 (116) (April 28, 2022): 22–29. http://dx.doi.org/10.15587/1729-4061.2022.254718.
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This paper describes a dynamic model of profit maximization for a car-sharing system, taking into consideration the geographical and economic characteristics of a region. To solve the model construction task, a technique to cover the region with geometric shapes has been described. It was established that when modeling a car-sharing system, it is rational to cover a region with a grid of equal regular hexagons located side to side. For each subregion, quantitative parameters were calculated: the number of free cars in the subregions, the probability of a car traveling from one sub-region to another, the cost of maintenance and operation of the car, and the income from the trip. This takes into consideration the dynamic nature of the specified parameters. Based on these parameters, an objective function is constructed including constraints for the dynamic model. These constraints take into consideration the economic and geographical features of each subregion. A dynamic profit maximization model was built for the car-sharing system in the city of New York (USA) based on the TCL dataset. To calculate the parameters of the model, data on 776,285,070 trips over the period from January 2016 to July 2021 were used. Maps of the beginning and completion of trips in the region and a map of trips tied to hexagonal grid cells using the Kepler visualization service have been built. The frameworks H3 and S2 were analyzed in terms of determining the length of the route between the subregions. Modeling was carried out according to the built unidirectional dynamic model of profit maximization. It has been established that taking into consideration the average economic and geographical characteristics of a region makes it possible to increase the profit of the car-sharing system by 12.36 %. Accounting for the dynamics of economic and geographical features of the region of customers in the model makes it possible to increase profits by an additional 4.18 %
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Karatieieva, Svitlana. "MORPHOMETRIC CHARACTERISTIC THE THIGH IN STUDENTS OF BUKOVINA." Clinical anatomy and operative surgery 23, no. 1 (March 28, 2024): 18–25. http://dx.doi.org/10.24061/1727-0847.23.1.2024.03.
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Ther comparison of anatomical parameters of the thigh circle with their subsequent modeling on 130 students of Bukovina (the primary study was exemination out during September- October 2021, and the reexemination of the same students in September- October 2022). All of the studied were divided into the main group, which was made by students who visited the football section – 46 (35.4 %) and students who visited the volleyball section – 44 (33.8 %), the control group is 40 (30.8 %) who were not in sports. All students conducted anthropometric research, according to the method of P. P. Shaparenko (thigh circumference in the upper third, in the middle third and in the lower third). According to the comparison of the thighs on the right and left in the studied boys and girls who visited the sections in football and volleyball in the upper and lower third of the thigh larger on the right, but only in the middle third larger on the left, students who were not in sports were not done Girls are larger on the left than the right. It was established that when comparing between the fi rst and second measurements, the parameters of the thigh circumference at the second measurement was higher in students who visited football sections (±3.43 cm) than students who visited volleyball sections (±1.9 cm).So, the model for predicting the circumference of the thigh in the upper third on the right: Cpr=β1+β2+0.493W-0.135H, where Cpr – thigh circle in the upper third (on the right), W – body weight, H – height, β1=(49.735 for girls and 44,489 for boys), β2=(–1.391 for the football group; –1.277 for volleyball group), left: Cpl=β1+β2+0.465W, where Cpl is the thigh circle in the upper third (left). β1=(25.736 for young girls and 20.147 for young boys), β2=(–1.333 for the football group; –1.487 for volleyball group). Model for predicting a thigh circumference in the middle on the right: Cmr=β1+β2+0.460W-0.183H, where Cmr is the thigh in the middle on the right, β1=(52.567 for young girls and 48.930 for young boys), β2=(–2.235 for the football group; –0.296 for volleyball group); left: Cml=β1+β2+0.449W, where Cml is the thigh in the middle on the left, β1=(20.716 for young girls and 20.943 for young boys), β2=(–0.254 for the football group; –0.770 for volleyball group). Model for the prediction of the thigh in the lower third on the right: Cdr=β1+β2+0.418W, where Cdr – thigh circumference in the lower third on the right, β1=(25.560 for young girls and 20.165 for young boys), β2=(–0.039 for the football group; –0.502 for volleyball group); left: Cdl=β1+β2+0.387W, where Cdl is the thigh in the lower third on the left, β1=(24.638 for young girls and 18.523 for young boys), β2=(– 0.379 for the football group; –0.323 for volleyball group).
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Kim, Won Gu, Xuguang Zhu, Dong Wook Kim, Lisa Zhang, Electron Kebebew, and Sheue-yann Cheng. "Reactivation of the Silenced Thyroid Hormone Receptor β Gene Expression Delays Thyroid Tumor Progression." Endocrinology 154, no. 1 (January 1, 2013): 25–35. http://dx.doi.org/10.1210/en.2012-1728.
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That a knock-in mouse harboring a dominant-negative thyroid hormone receptor (TR)-β (Thrb) mutation develops metastatic thyroid cancer strongly suggests the involvement of TRβ in carcinogenesis. Epigenetic silencing of the THRB gene is common in human cancers. The aim of the present study was to determine how DNA methylation affected the expression of the THRB gene in differentiated thyroid cancer (DTC) and how reexpression of the THRB gene attenuated the cancer phenotypes. We used methylation-specific PCR to examine the expression and promoter methylation of the THRB gene in DTC tissues. Thyroid cancer cells with hypermethylated THRB were treated with the demethylating agents 5′-aza-2′-deoxycytidine (5′-aza-CdR) and zebularine to evaluate their impact on the cancer cell phenotypes. THRB mRNA expression in DTC was 90% lower than in normal controls, and this decrease was associated with a higher tumor/lymph node staging. The promoter methylation level of the THRB gene had a significant negative correlation with the expression level of the THRB gene. Treatment of FTC-236 cells with 5′-aza-CdR or zebularine induced reexpression of the THRB gene and inhibited cell proliferation and migration. FTC-236 cells stably expressing TRβ exhibited lower cell proliferation and migration through inhibition of β-catenin signaling pathways compared with FTC-236 without TRβ. 5′-Aza-CdR also led to suppression of tumor growth in an in vivo xenograft model using FTC-236 cells consistent with the cell-based studies. These finding indicate that TRβ is a tumor suppressor and could be tested as a potential therapeutic target.
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Lovska, Alyona, Iraida Stanovska, Volodymyr Nerubatskyi, Denys Hordiienko, Olena Zinchenko, Nadiia Karpenko, and Yurii Semenenko. "Determining features of the stressed state of a passenger car frame with an energy-absorbing material in the girder beam." Eastern-European Journal of Enterprise Technologies 5, no. 7 (119) (October 31, 2022): 44–53. http://dx.doi.org/10.15587/1729-4061.2022.265043.
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The object of this study is the processes related to the emergence, perception, and redistribution of loads in the improved structure of a passenger car frame. The scientific and applied task tackled in this paper is to ensure the strength of the supporting structure of a passenger car under operating loads. In this regard, it is proposed to improve the frame of a passenger car by constructing a girder beam from two rectangular pipes filled with material with energy-absorbing properties. The regularities of the frame load have been determined by taking into consideration the proposed solutions. It was found that the maximum equivalent stresses in the frame, taking its improvement into account, are 11.2 % lower than in the structure without filler, and 11.7 % lower than in the typical design. The results reported here are explained by the fact that the use of rectangular pipes filled with energy-absorbing material contributes to an increase in the moment of resistance of the frame, and, accordingly, reduces stresses. In addition, the study has determined the natural oscillation frequencies of the frame. The results of the calculation of the strength of the weld in the zone of interaction of the girder beam with the pivot beams are given. A feature of the results obtained is that the improvement in the strength of the frame is achieved not by strengthening its components but reducing the load. The scope of practical application of the reported results concerns railroad transportation, as well as other sectors of mechanical engineering. The conditions for the practical use of these findings are the introduction of closed profiles in the structure of vehicles at the stage of their design and modernization. This study could help reduce the cost of maintaining passenger cars and improve the efficiency of their operation. In addition, the research might prove useful for designing modern railroad car structures
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Koshel, Oleksii, Svitlana Sapronova, and Serhii Kara. "Revealing patterns in the stressed-strained state of load-bearing structures in special rolling stock to further improve them." Eastern-European Journal of Enterprise Technologies 4, no. 7 (124) (August 31, 2023): 30–42. http://dx.doi.org/10.15587/1729-4061.2023.285894.
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The object of research is strength indicators of load-bearing structures of special rolling stock (dump cars). The research problem is the appearance of the same type of cracks in the girder beams of dump cars, the repair of which is not provided for by the current repair documentation. Malfunction analysis, control tests, strength studies by calculation and experiment were carried out. The analysis of malfunctions of cars in operation helped prove the place of occurrence of fatigue defects – the girder beam. This made it possible to determine specific zones of load-bearing elements, in which during control tests of cars, on the basis of taking into account data on fatigue defects, it is necessary to measure stress parameters. The results of the control tests showed that the lowest value of the fatigue resistance reserve factor n=1.6 for the dump car is found in the zone on the girder beam in the area of the pivot beam. The value of n is within acceptable limits. Normative calculations were carried out and a separate calculation (emergency) mode was additionally defined in the SolidWorks Simulation 2019 software package (France). Based on the results of the dump car stress calculations, it was established that the maximum equivalent stresses in the load-bearing structures of the car occur during its unloading due to twisting, and the stress vectors are at an angle of 45°. During the calculation of individual load modes, the stresses exceed the permissible values. In order to ensure the necessary strength conditions, it is proposed to introduce a reinforcing pad into the girder beam of the dump car, due to which the calculated stresses are within the permissible limits. The research will contribute to devising the recommendations for the restoration of dump cars, for designing modern structures of special rolling stock, and for improving strength determination processes
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Lovska, Alyona, Ján Dižo, Ihor Prokopovych, Oksana Zharovа, and Serhii Voronenko. "Detecting the effect of an intermediate adapter on the load of the bearing structure of an open wagon." Eastern-European Journal of Enterprise Technologies 6, no. 7 (126) (December 21, 2023): 19–25. http://dx.doi.org/10.15587/1729-4061.2023.291247.
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The object of the research is the processes of occurrence, perception, and redistribution of loads in the load-bearing structure of an open wagon body, taking into account the use of an intermediate adapter. To reduce the vertical dynamic loads acting on the supporting structure of the railroad car, it is suggested to use an intermediate adapter between the frame and the load. The dynamic load of the supporting structure of the open wagon was modeled, taking into account the use of an intermediate adapter. The research was carried out in the vertical plane during the oscillations of the bouncing of the car. The results of the calculations showed that the acceleration acting in the center of mass of the supporting structure of the open wagon is 4.2 % lower than that acting on the supporting structure of the open wagon without using an adapter. The obtained acceleration results are taken into account when determining the strength of the supporting structure of the open wagon. It was established that the use of an intermediate adapter contributes to the reduction of stresses in the supporting structure of the open wagon by 6 % compared to the typical scheme of cargo transportation. A feature of the results is that the proposed solution to reduce the dynamic load of the supporting structure of the car can be implemented without improving its design. The field of practical use of the results is the engineering industry, in particular, railroad transport. The conditions for the practical use of the research results are the placement of the adapter over the entire floor area of the car body. The research will contribute to devising recommendations on reducing the load on the load-bearing structures of cars, the costs of their unplanned repairs, and to increasing the efficiency of railroad transport operation
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Gunarti, Anita Setyowati Srie, Yulvi Zaika, As’ad Munawir, Eko Andi Suryo, and Harimurti Harimurti. "Identifying the microstructure and mechanical properties of expansive soil stabilized using fly ash and waste foundry sand." Eastern-European Journal of Enterprise Technologies 6, no. 6 (126) (December 22, 2023): 31–40. http://dx.doi.org/10.15587/1729-4061.2023.286991.
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Expansive soil causes road construction damage in the form of cracks or deformations due to changes in moisture content. One method to address this issue is soil stabilization using additive materials. Special additives can sometimes be expensive; hence it is necessary to use additive materials based on industrial waste as a waste management solution to solve the problem of expansive soil as a road construction subgrade. This study aims to analyze the effects of adding two types of industrial waste, namely fly ash (FA) and waste foundry sand (WFS), regarding the microstructure, physical, and mechanical properties of expansive soil. The method of stabilizing expansive soil involves mixing the soil with 9 % FA and various levels of WFS (0 %, 7.5 %, 10 %, 15 %) based on the dry weight of the soil. Microstructure testing includes quantitative X-ray diffraction and scanning electron microscopy. Physical property testing includes specific gravity, Atterberg limits and sieve analysis. Mechanical testing, i.e. compaction, California Bearing Ratio, swelling, and Triaxial tests were conducted. Soil stabilized with 9 % FA and 15 % WFS shows a significant increase in the internal friction angle and cohesion, reducing swelling by 67.18 % compared to the original soil swelling. The addition of 9 % fly ash and 15 % WFS to expansive soil reduces the content of montmorillonite. Natural expansive soils have a very poor soaked CBR of 0.94 %, while stabilized soils with 9 % FA and 15 % WFS have a soaked CBR of 6.46 %. This means that the soaked CBR of the stabilized soil meets the minimum CBR required for road subgrade construction. A mixture of 9 % FA and 15 % WFS in expansive soil can be recommended as a material for stabilizing expansive soil due to its ability to improve microstructure and mechanical properties
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Kudin, Dmytro, Grigoriy Taran, Olexiy Bazhynov, and Mikhail Kravtsov. "Designing capacitive deionization module for water treatment systems at car washers." Eastern-European Journal of Enterprise Technologies 5, no. 6 (113) (October 29, 2021): 46–53. http://dx.doi.org/10.15587/1729-4061.2021.243030.
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It is impossible to effectively use water with a high salt content at car washes. In many places, access to water with a high salt content is almost unlimited but its utilization requires deionization. For this purpose, several methods are used, the main of which are reverse osmosis, electrodialysis, ion exchange methods, and distillation. However, they have significant drawbacks. Recently, the technology of capacitive deionization of water has been widely used, based on the removal of salt ions from the solution during the charge/discharge of "double" electric layers of carbon materials with a significant active surface (800‒2,000 m2/g). Theoretically, this process should be more energy efficient by using a low potential voltage (1–2 V). This paper considers the interrelation of physical parameters that affect the process of capacitive deionization of water. The dependences of voltage drop on serial internal resistance on different concentrations of sodium chloride and the distance between electrodes for electrodes based on the material SAUT-1S (Belarus) have been investigated. It is shown that the main contribution to the sequential internal resistance is introduced by the resistance of the electrolyte. As the distance between the electrodes increases, the voltage drop on the serial internal resistance increases linearly. A decrease in the concentration of ions leads to a decrease in the conductivity of the solution, which causes an increase in energy consumption and a decrease in the efficiency of sorption. It has been demonstrated that the voltage drop at the serial internal resistance when the voltage on the electrodes is limited, which is set in order to avoid the transition of the electrode charging mode to the electrolysis of water, causes a significant drop in the efficiency of the capacitive deionization process
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Tarandushka, Liudmyla, Vasil Mateichyk, Nataliia Kostian, Ivan Tarandushka, and Maksym Rud. "Assessing the quality level of technological processes at car service enterprises." Eastern-European Journal of Enterprise Technologies 2, no. 3 (104) (April 30, 2020): 58–75. http://dx.doi.org/10.15587/1729-4061.2020.200332.
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Mahathir, Mahathir, and Made Suangga. "SIMULASI BEBAN LALU LINTAS JEMBATAN BENTANG 40 M DENGAN MENGGUNAKAN DATA WEIGH IN MOTION (WIM)." Jurnal Muara Sains, Teknologi, Kedokteran dan Ilmu Kesehatan 4, no. 2 (October 29, 2020): 237. http://dx.doi.org/10.24912/jmstkik.v4i2.7113.
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Vehicle load measurement technology continues to develop and one of them is the weigh in motion (WIM) load measurement technology. Weigh in motion (WIM) technology allow the measurement of vehicle load when vehicles moving, which is the actual load of traffic received by road and bridge. This study aims to compare the response of the bridge to the actual load of traffic from the WIM data with the standard load of SNI 1725:2016. This study using a composite steel girder bridge span 40 m, with WIM data of the Kaligawe Bridge in Semarang. Based on the characteristic of the vehicle axle load, class 40 namely the type of two-axle truck, has the largest axle load value 18 tons with an overload percentage 80%. Whereas based on the characteristic of the vehicle amount, class 30 namely the type of two-axle car, has the largest vehicle amount of 2296. The result of the 3D analysis of the bridge structure can be concluded that the WIM traffic data at Kaligawe Bridge Semarang obtained bending moment and shear force lower than the standard load of SNI 1725:2016. The ratio value of the maximum bending moment and shear force of WIM data traffic load to standard load of SNI 1725:2016 on 40 m span bridge are 0.93 and 0.96. This shows that the actual load of WIM data traffic has a load that is smaller than the standard load of SNI 1725: 2016. Keywords: bridge; design vehicle load; Monte Carlo simulation; weight in motion ABSTRAKTeknologi pengukuran beban kendaraan terus berkembang dan salah satunya adalah teknologi pengukuran beban kendaraan bergerak weigh in motion (WIM). Teknologi weigh in motion (WIM) memungkinkan pengukuran beban kendaraan dilakukan saat kendaraan melintas, yang merupakan beban aktual lalu lintas yang diterima oleh jalan dan jembatan. Penelitian ini bertujuan membandingkan respons jembatan terhadap beban aktual lalu lintas dari data WIM dengan beban rencana Standar SNI 1725:2016. Jembatan yang diteliti adalah jembatan gelagar baja komposit bentang 40 m, dengan menggunakan data WIM Jembatan Kaligawe Semarang. Berdasarkan karakteristik beban sumbu kendaraan, golongan 40 yaitu jenis kendaraan truk dua sumbu memiliki nilai beban sumbu terbesar 18 ton dengan persentase overload sebesar 80%. Sedangkan berdasarkan karakteristik jumlah kendaraan, golongan 30 yaitu jenis kendaraan mobil dua sumbu memiliki jumlah kendaraan sebesar 2296. Hasil analisis 3D struktur jembatan dapat disimpulkan bahwa beban aktual lalu lintas data WIM Jembatan Kaligawe Semarang menghasilkan momen lentur dan gaya geser yang lebih rendah dari beban standar SNI 1725:2016. Nilai rasio momen lentur dan gaya geser maksimum beban aktual lalu lintas data WIM terhadap beban standar SNI 1725:2016 pada jembatan bentang 40 m berturut-turut adalah 0.93 dan 0.96. Hal ini menunjukan bahwa beban aktual lalu lintas data WIM memiliki beban yang lebih kecil dari beban standar SNI 1725:2016.
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Бутько, Тетяна Василівна, and Олег Едуардович Шандер. "Formalization of the process of freight car fleet management of operator company." Eastern-European Journal of Enterprise Technologies 2, no. 3(68) (April 8, 2014): 55. http://dx.doi.org/10.15587/1729-4061.2014.22798.
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Попов, Сергей Витальевич, and Михаил Юрьевич Гуртовой. "Design of mathematical model of electric car with combined energy supply modes." Eastern-European Journal of Enterprise Technologies 5, no. 8(77) (October 30, 2015): 4. http://dx.doi.org/10.15587/1729-4061.2015.50612.
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Yatsenko, Y. "THE INFLUENCE OF MILITARY ACTIONS ON ATMOSPHERIC AIR QUALITY IN UKRAINE." Bulletin of Taras Shevchenko National University of Kyiv. Geography, no. 82-83 (2022): 84–88. http://dx.doi.org/10.17721/1728-2721.2022.82.12.
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During the research of the assessment of the consequences of military actions on atmospheric air quality, general scientific research methods were used: methods of analysis and synthesis, which involve the collection, analysis and generalization of information. Information on the assessment of the consequences of military actions on atmospheric air quality in Ukraine and the world was collected, analyzed, structured and summarized. The main sources of emissions of pollutants during military operations were analyzed and identified. It was established that they can be divided into three groups: 1) emissions of pollutants as a result of explosions and shelling of industrial facilities; 2) emissions of pollutants due to fires in ecosystems; 3) emissions due to the burning of fuel by military transport. A number of pollutants entering the atmospheric air from the specified sources have been identified. All pollutants are divided into three groups. The first group is the main pollutants (PM2.5, PM10, O3, SO2, CO, NOx, heavy metals, etc.). The second group is specific pollutants (a huge variety of them is introduced). The third group is greenhouse gases (CO2, CH4, N2O). It has been determined that pollutant emissions based on the required input information on fuel mass or burning area can be estimated using emission factors used in EPA, EMEP, etc. reports. In the absence of emission factors, pollutant emissions can be specified taking into account the technical requirements of atmospheric transfer models. As a result of constant bombings, artillery fire, fires and accidents that occur, the movement of heavy military transport, there is a significant emission of pollutants into the atmosphere. It has a very negative effect on its quality. Knowing the causes and sources of pollution, as well as pollutants entering the air as a result of military actions, is extremely important and relevant. After all, this will directly help to assess the consequences of such an impact on the life and health of the population and can become indisputable evidence for the state when deciding the issue of reparations.
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Soroka, Konstiantyn, Victor Kharchenko, and Vladyslav Pliuhin. "Development of CAN network with improved parameters for adaptive car front lighting system." Eastern-European Journal of Enterprise Technologies 4, no. 9 (106) (August 31, 2020): 24–33. http://dx.doi.org/10.15587/1729-4061.2020.209930.
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Lovska, Alyona, Volodymyr Nerubatskyi, Oleksandr Plakhtii, and Sergiy Myamlin. "Situational adaptation of the model 13-7024 flat car for transporting strategic cargo." Eastern-European Journal of Enterprise Technologies 2, no. 7 (128) (April 30, 2024): 38–46. http://dx.doi.org/10.15587/1729-4061.2024.299537.
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The object of research is the processes of occurrence, perception, and redistribution of loads in the structure of a removable module for the situational adaptation of the flat car, model 13-7024, to the transportation of strategic cargoes. In order to transport strategic cargoes, including military equipment, agricultural machines, etc., the use of a removable module is proposed on the flat car. Appropriate calculations were performed to determine parameters for the structural components of the removable module. At the same time, the profile of the frame was determined by the value of the maximum bending moment acting in its cross-section. The thickness of the sheet, which forms a horizontal plane for placing the load, was calculated according to the Bubnov–Galyorkin method. To substantiate the determined parameters of the structural components of the removable module, its strength was calculated. The calculation results showed that the strength of the removable module under the considered operating load schemes is ensured. A feature of the research results is that the use of the proposed structure of the removable module makes it possible to expand the range of goods transported by flat cars without improving them. The field of practical use of the results is the engineering industry, in particular, railroad transport. The conditions for the practical application of the research results are the use of variable height fittings in the removable module. Our studies will contribute to devising the recommendations for increasing the efficiency of the operation of flat cars through their situational adaptation to the transportation of strategic cargoes. In add, the results could prove useful for the construction of modern structures of modular vehicles
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Fomin, Oleksij, Alyona Lovska, Maryna Khara, Iryna Nikolaienko, Andrii Lytvynenko, and Sergiy Sova. "Adapting the load-bearing structure of a gondola car for transporting high-temperature cargoes." Eastern-European Journal of Enterprise Technologies 2, no. 7 (116) (April 28, 2022): 6–13. http://dx.doi.org/10.15587/1729-4061.2022.253770.
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This paper determines the load on the load-bearing structure of a universal gondola car during the transportation of cargo with a temperature of 700 °C in it. It has been established that the maximum equivalent stresses, in this case, significantly exceed permissible ones. The maximum temperature of the cargo, at which the strength indicators of the carrying structure of the gondola do not exceed the permissible values, is 94 °C. At the same time, the temperature of the cargo transported in the cars by rail can be much higher. In this regard, in order to use gondola cars for the transportation of cargoes with high temperatures, it is possible to arrange them in heat-resistant containers of open type – flatcars. Therefore, in this study, a structure of the flatcar with convex walls has been proposed. Such configuration of the sidewalls makes it possible to increase the usable volume of the container by 8 % compared to the prototype. As a flatcar material, a composite with heat-resistant properties is used. To justify the proposed solution, the strength of a flatcar was calculated. It has been established that the maximum equivalent stresses in the carrying structure of the flatcar are about 300 MPa and do not exceed permissible ones. To determine the main indicators of the dynamics of the gondola car loaded with flats, its dynamic load was mathematically modeled. The calculation results showed that the accelerations that operate in the center of the mass of the load-bearing structure of a gondola car are about 1.5 m/s2. The vertical dynamics coefficient is 0.22. The estimated dynamics indicators are within the permissible values. The study reported here could contribute to improving the efficiency of the use of gondola cars and to further advancements in the design of innovative vehicles
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Vatulia, Glib, Alyona Lovska, Mykhailo Pavliuchenkov, Volodymyr Nerubatskyi, Andrii Okorokov, Denys Hordiienko, Roman Vernigora, and Irina Zhuravel. "Determining patterns of vertical load on the prototype of a removable module for long-size cargoes." Eastern-European Journal of Enterprise Technologies 6, no. 7 (120) (December 30, 2022): 21–29. http://dx.doi.org/10.15587/1729-4061.2022.266855.
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The object of this study is the processes of occurrence, exposure to, and redistribution of loads in the supporting structure of a removable module for the transportation of long cargoes. To adapt platform cars to the transportation of long loads, it is proposed to introduce a removable module with elastic-friction connections in the structure. In order to select the optimal profiles for the removable module, in terms of minimal material consumption, the calculation was carried out in the Lira software package. Based on the calculation results, a spatial model of the concept of the removable module was built. To determine the dynamic loads that act on the platform car loaded with a removable module, a mathematical simulation was carried out. It was established that the use of elastic-friction links in the structure of the removable module helps reduce its dynamic load, as well as the platform car, by 4.6 %. The resulting acceleration was taken into account when calculating the strength of the removable module. The calculation results showed that the strength of the removable module under operational loads is ensured. A feature of the reported results is that the proposed design of a removable module makes it possible not only to adapt the platform car to the transportation of long loads but also to reduce its load in operation. The scope of practical application of the results includes the engineering industry, in particular, railroad transport. Worth noting is that the conditions for the practical use of the results imply the introduction of elastic-friction links in the structure of the removable module. The reported research will contribute to compiling recommendations for the design of modern vehicle structures, in particular removable type, as well as for improving the efficiency of rail transportation.
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Oliinyk, Y., and Y. Pereguda. "PROFESSIONAL-EDUCATIONAL LEVEL AS THE CRITERIA OF THE MIDDLE-CLASS PARTICIPATION IN THE CAPITAL REGION OF UKRAINE: SOCIAL-GEOGRAPHICAL INVESTIGATION." Bulletin of Taras Shevchenko National University of Kyiv. Geography, no. 70-71 (2018): 5–9. http://dx.doi.org/10.17721/1728-2721.2018.70.1.
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The article reveals the identification problems of the middle class in Ukraine, on the example of the capital’s macro-district. It shows that scientific approaches applied in foreign scientific schools cannot be used in Ukrainian conditions because of a number of reasons. In particular, the low level of income in the country as a whole caused a decline in the acceptable level of income. That is, the sense of the term “middle class” in Ukrainian conditions has a completely different context. On the other hand, the Ukrainian national currency has a larger purchasing power, than us dollar has, for example. Therefore, one cannot directly compare the incomes of Ukrainian citizens and the incomes of residents of economically developed countries. In addition, due to the specific nature of the methodological base of Ukrainian state statistics, the state does not collect data on the middle class. Consequently, the identification of the middle class in Ukrainian conditions is an important practical and scientific problem. One of the approaches that make it possible to circumvent these contradictions is the subjective method, that is, the carrying out of sociological research. The authors of the article present the data of such an investigation, which was made within the frontiers of the Metropolitan macro-district. As a result, the authors found the vocational and educational level is one of the determining factors, which in the public perception should be attributed to the middle class. Because of the survey, it was established that property criteria, after all, are decisive in identifying the middle class. At the same time, the level of education and profession is important as the level of income. This allows us to conclude that public opinion in Ukraine identifies the middle class not only as a group of people with a certain level of income but also as a community with high levels of education and self-awareness. For the capital’s macro-district of Ukraine, its own characteristics of the middle class have few characteristics. Although the income level of the population in this macro-region is the highest, the criteria for identifying the middle class are also high. It is significant that the understanding of the middle class in Ukrainian society has its own specifics. For the Ukrainian class is not required the availability of their own housing or their own car. The level of well-being measured as a whole by the level of income that the household receives.
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Ravluyk, Vassyl, Iaroslav Derevianchuk, Igor Afanasenko, and Nikolay Ravluyk. "Development of electronic diagnostic system for improving the diagnosis reliability of passenger car brakes." Eastern-European Journal of Enterprise Technologies 2, no. 9(80) (April 27, 2016): 35. http://dx.doi.org/10.15587/1729-4061.2016.66007.
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Liubarskyi, Borys, Natalia Lukashova, Oleksandr Petrenko, Bagish Yeritsyan, Yuliia Kovalchuk, and Liliia Overianova. "Procedure for modeling dynamic processes of the electromechanical shock absorber in a subway car." Eastern-European Journal of Enterprise Technologies 5, no. 5 (101) (October 18, 2019): 44–52. http://dx.doi.org/10.15587/1729-4061.2019.181117.
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Dirgantara, Akmal, Syarifudin Herdyansyah, and Rasenda Rasenda. "KLASIFIKASI PENERIMAAN MOBIL BEKAS BERDASARKAN METODE NEURAL NETWORK." Jurnal Riset Informatika 2, no. 1 (February 12, 2020): 43–48. http://dx.doi.org/10.34288/jri.v2i1.119.
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Considering the need for cars in big cities is increasing and the price of 4-wheeled vehicles is relatively expensive, used cars are a good alternative solution to offer. But in business we cannot just buy stock for a car showroom, for example, especially with a limited budget, car showroom entrepreneurs must do a thorough analysis to save the budget to open a showroom and prevent losses. This article helps open the car showroom to determine which cars are suitable as stock to be displayed in the showroom with the parameters of buying, maintenance, doors, boot lugs, and safety. That predicted using 1728 artificial neural network methods data obtained from the UCI repository with a fairly high degree of accuracy that is equal to 98.26%. This is quite efficient compared to the showroom owner who must conduct a survey in advance and ask 1 per 1 person to survey the interest in receiving a car.
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Aleinikova, O. V., A. A. Migas, E. A. Stolyarova, A. V. Punko, L. V. Movchan, A. V. Klych, O. A. Mishkova, A. V. Hill, A. N. Meleshko, and N. E. Konoplya. "The fist experience of using locally manufactured CAR-T cells in patients with relapsed/refractory acute lymphoblastic leukemia in Belarus." Pediatric Hematology/Oncology and Immunopathology 20, no. 2 (May 22, 2021): 30–38. http://dx.doi.org/10.24287/1726-1708-2021-20-2-30-38.
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The results of treatment of recurrent/refractory acute lymphoblastic leukemia (ALL) with both standard and high-dose chemotherapy are unsatisfactory and require the development of new therapeutic options. The use of immunotherapy approaches opens up new perspectives for patients whose cytotoxic chemotherapy was ineffctive or intolerable. This article describes the experience of using CD19 CAR-T cells manufactured at the Republican Scientifi and Practical Center for Pediatric Oncology, Hematology and Immunology after lymphodepletion with fldarabine and cyclophosphamide in two patients over 18 years of age with refractory relapse of ALL. Other possibilities of conservative treatment for these patients have been exhausted. The study was approved by the Independent Ethics Committee and the Scientifi Council of the Belarusian Research Center for Pediatric Oncology, Hematology and Immunology (Republic of Belarus). The chimeric 2nd generation receptor was constructed from the anti-CD19 scFv antibody fragment, the CD28 transmembrane domain, signaling domains of the 4-1BB and CD3z proteins, and transduced into T-lymphocytes as part of the pWPXL lentiviral vector. The cell product was obtained by separation and separate processing of CD4 and CD8 lymphocytes in the presence of IL-7 and IL-15. The subpopulation composition of the resulting CAR-T cell product and the expression of immune checkpoints were assessed. The results obtained indicate a high antileukemic activity of the obtained CAR-T cells. Monitoring of CAR-T cells' persistence, the level of minimal residual disease, and the spectrum of inflmmatory cytokines in the blood was performed. Both patients responded to CAR-T therapy by lowering their blast cell levels. Treatment was accompanied by a cytokine release syndrome controlled by a recombinant monoclonal antibody to the human IL-6 receptor, tocilizumab. The developed and replicated laboratory-derived CAR-T cell technology can be used to treat patients with severe relapsed/refractory B-line ALL as rescue therapy and provide additional chances for their cure.
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Kornus, A., and O. Kornus. "The territorial peculiarities of road traffic injury in Ukraine." Bulletin of Taras Shevchenko National University of Kyiv. Geography, no. 65 (2016): 33–38. http://dx.doi.org/10.17721/1728-2721.2016.65.7.
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The analysis of the number of road traffic accidents, injuries and deaths in road crashes was conducted at the regional level. This made it possible to draw conclusions about specific features of spatial distribution of these indicators and the non-accidental nature of their implications for different regions of Ukraine. Based on the methods of spatial statistics and we have demonstrated the existence of spatial patterns in the distribution of risks and consequences of accidents in different regions. Statistical analysis allowed us to identify different types of regions, related to certain categories of risks, injuries and deaths from road accidents. By the analysis of these parameters we were calculated the comprehensive index of road safety for all regions of Ukraine. This allows you to evaluate the complex influence of consequences of accidents on the overall security level of the population of certain regions or groups of regions. The safest roads were in city of Kyiv, Transcarpathian region and city of Sevastopol’, as well as in Ivano-Frankivs’k and Kharkiv regions. The worst state of roads and streets in terms of road accidents and their consequences was in Volyn’, Vinnytsia, Chernihiv, Khmelnytsky and especially in Kherson region. Most of the road crashes were due to driver factors. The percentage of accidents with victims occurred due to fault of drivers in 2013 was ranged from 57.28% in Kyiv to 91.19% in Kharkiv region. The main causes are speeding, unsuccessful maneuvering, unsafe lane changes, violation of rules on intersection or marked crosswalk, driving a vehicle while intoxication through drink or drugs. As a result of these violations in Ukraine committed about 55% of accidents. Due to fault of pedestrians is done much less road accidents than because of due to drivers. The proportion of accidents that have occurred due to pedestrians varies from 6.49% in Transcarpathian region to 20.86% in Mykolaiv region. The main causes of accidents of this type in 2013 are hit by car outside pedestrian crossing (2183 accidents and 449 deaths) and an unexpected appear of pedestrians on the roadway (1495 accidents and 409 fatalities). The results of the study can be used to improve national and regional road and transport safety, and to develop strategies and actions to reduce the risks and consequences of accidents in some regions. It should be more detail to establish the reasons behind the emergence of these factors at the local, regional and national levels and, taking those reasons into account, to develop a set of targeted measures to reduce accidents on the roads and reduce the severity of their consequences.
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Strath, Janet. "The Bentley Battle: Family firm triumphs over luxury car manufacturer in trade mark dispute." Journal of Intellectual Property Law & Practice 16, no. 3 (March 1, 2021): 196–98. http://dx.doi.org/10.1093/jiplp/jpab062.
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Abstract Bentley Motors Ltd v Bentley 1962 Ltd [2020] EWCA Civ 1726, 16 December 2020 The Court of Appeal of England and Wales has upheld the decision of the High Court that the luxury car manufacturer Bentley Motors infringed registered trade marks belonging to small family-owned company Bentley Clothing, by using the identical trade mark on clothing and headgear.
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Aleksandrov, Yevgen, Tetyana Aleksandrova, and Yaroslav Morhun. "Parametric synthesis of the electronic control unit of the course stability system of the car." Eastern-European Journal of Enterprise Technologies 6, no. 9 (102) (December 18, 2019): 39–45. http://dx.doi.org/10.15587/1729-4061.2019.188185.
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Liubarskyi, Borys, Natalia Lukashova, Oleksandr Petrenko, Tetyana Pavlenko, Dmytro Iakunin, Sergiy Yatsko, and Yaroslav Vashchenko. "Devising a procedure to choose optimal parameters for the electromechanical shock absorber for a subway car." Eastern-European Journal of Enterprise Technologies 4, no. 5 (100) (August 20, 2019): 16–25. http://dx.doi.org/10.15587/1729-4061.2019.176304.
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Teague, Fran. "Comedy and Crisis: Pieter Langendijk, the Dutch, and the Speculative Bubbles of 1720 by Joyce Goggin and Frans De Bruyn." Comparative Drama 56, no. 3 (September 2022): 350–52. http://dx.doi.org/10.1353/cdr.2022.0019.
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