Authoritative experts and experienced motorists confidently assert that a properly carried out weight distribution of a car can give it unsurpassed dynamics, reduce acceleration time, reduce fuel consumption and significantly improve some technical characteristics. This is true, but any experimentation with changing the factory parameters (and the redistribution of weight along the axles is a serious interference in the result of the work of engineers) must be carefully considered and calculated. There is an opinion that for a quiet ride with a permitted speed, the weight of the car along the axes is not needed at all. It is enough to slightly reduce the overall weight of the car - and you will get additional tenths of a second for acceleration time. This is done very simply: you need to replace alloy wheels forged and get up to 20% weight savings on each wheel. But if you are interested in serious tuning and preparing a car for sports competitions, you cannot do without a redistribution of mass.
Overall weight and dynamics
Exists general rule, according to which a decrease in the weight of the car by 100 kilograms gives a decrease in acceleration time by 10%. As an example, let's take a model weighing 1500 kg with a 100-horsepower engine. If the manufacturer's specified acceleration time to 100 km per hour is 9 seconds, then reducing the weight by 150 kg will provide acceleration in 8.1 seconds. It should be remembered that a strict linear relationship only works in vacuum conditions. If you try to accelerate the car to 120 km per hour or more, then about half of the engine power will be spent on overcoming aerodynamic drag air. If we take a sports car as an example, then the acceleration time to 160 km per hour will decrease not by 10%, but by 2-3%. More powerful engines give a tangible increase, but you still won’t be able to drastically reduce the acceleration time to high speeds.
Overclocking
Experts advise to load the drive wheels as much as possible. This weight distribution gives a significant reduction in acceleration time. Some sports fans manage to redistribute the weight by almost 80%, making the drive wheels (in most cases, the rear ones) huge, and the front ones almost invisible. Such tuning will give an increase in dynamics, but it has one huge drawback. The slightest mistake steering will cause the front wheels to lift off the ground. And the absence of additional aerodynamic elements on the body will end with a short flight and very sad consequences.
Handling and stability on the road
The maximum load on the front wheels affects the location of the vehicle's center of gravity and contributes to stability. Equally important are the angles of slip of the wheels: achieving their balance ensures neutral or understeer. As practice shows, the stability and controllability of the car depends not only on the weight distribution. When tuning, it is important to take into account the dimensions of the tires, the amount of pressure in them, the angles of the wheels, the kinematics of the suspension - all this allows you to achieve required characteristics even in a rear wheel drive car.
Weight reduction options
There are a lot of ways to reduce the weight of the car or redistribute the mass along the axles. Some of them are really effective and do not require significant costs, some radically change the design of the car and are therefore unsafe. The most simple and accessible ways weights are:
- riding with half empty tank– saving up to 30 kg;
- installation of polycarbonate glasses instead of ordinary ones - up to 50 kg;
- replacing the battery with a lighter one - 3-5 kg;
- bumpers, hood and trunk made of composite materials - up to 100 kg in total;
- replacement of factory seats with sports seats - from 45 kg;
- dismantling of the air conditioner - up to 30 kg;
- installation of a sports tank - up to 10 kg.
As you can see, almost all methods of weight distribution either directly affect the level of comfort (driving without air conditioning or a washer tank), or require significant costs. Buying a sports tank, changing seats, or getting a composite carbon bonnet isn't cheap. And the weight savings in this case will hardly exceed 200 kg.
Replacing discs as the most effective weight distribution option
Replacement cast or steel discs on forged gives a simply striking effect. about 20% lighter than cast ones, in addition, they give a significant change in sprung and unsprung mass. In practice, here is an example: steel disc for BMW 7 weighs approximately 9 kg, and forged - 6.8 kg. Replacing discs on all four wheels reduces the weight by 8.8 kg, but in terms of dynamics, the effect is as if we unloaded the car by 352 kg (proportion 1 to 40). At the same time, all components and assemblies remained in place, the car became faster, more manageable and maneuverable. And if you need additional load on the drive wheels (for front wheel drive car), put the forged wheels on rear wheels and we get the same effect as with a weight reduction of 176 kg.
Methodology for calculating the axle load for road freight transport
The craving for knowledge is like "old age", at the most unexpected this moment can hit anyone. So we, taken by surprise, stretched out our hands to knowledge. Although everyone “studied” physics at school, but in life the simplest task causes a stupor. Our goal is to understand the possibilities of redistributing loads on the axles of the tractor and semi-trailer when changing the location of the load in the semi-trailer. And the application of this knowledge in practice.
In the system we are considering, there are 3 objects: a tractor $(T)$, a semi-trailer $(\large ((p.p.)))$ and a cargo $(\large (gr))$. All variables related to each of these objects will be superscripted $T$, $(\large (p.p.))$ and $(\large (gr))$ respectively. For example, the unladen weight of a tractor would be denoted as $m^(T)$. In the framework of this problem, we will simplify all vector expressions to ordinary scalar equations.
We will consider all objects in a reference system in which the $X$ axis is directed horizontally, the $Y$ axis is vertical, and the reference point coincides with the front axle of the tractor (see Fig.1). With this choice, the projections of all forces acting on the tractor, semi-trailer and cargo onto the $X$ axis are equal to $0$ (since all these forces are perpendicular to the $X$ axis). And the projections of all forces on the $Y$ axis are equal in absolute value to the value of this force, and the sign depends on the direction of the force (if the direction coincides with the direction of the axis, then the sign is plus, if it does not match, minus). That is, if the symbol $\overrightarrow(F)$ is found anywhere in the text, then we are talking about a force - a vector quantity. If the symbol $F$ occurs in the equation, then we are talking about the value of the force projection $\overrightarrow(F)$ on the $Y$ axis. This is a scalar value.
All equations describing our objects refer to those moments when they are either at rest or move uniformly and rectilinearly (from the point of view of classical mechanics, these states are described by the same equations and, being inside the system, it is impossible to understand whether it is at rest or moves uniformly and rectilinearly). At these moments, the sum of all forces acting on each of the considered objects is equal to zero. And also the sum of all the moments of forces acting on each of the objects is equal to zero.
Our task is not tied to any specific type of tractors, semi-trailers and cargo. Therefore, all formulas will be provided in a general form. However, since our goal is not to obtain abstract formulas and solve systems of equations, but we want to solve practical issues, then the quantities that can be measured in practice will be assumed to be known. In addition, we will consider a two-axle tractor and a single-axle semi-trailer. In the zero approximation, with an increase in the number of axles for a tractor and / or semi-trailer, the load on each axle decreases proportionally. Those. if we get that the load on one axle is 10 tons, then replacing one axle with 2 will lead to the fact that the load on each of the axles will be 5 tons. If practical measurements show the inapplicability of such an approach, in which the load is divided equally between the axles, then it will be necessary to refine and supplement the model.
Consideration of a system of 3 objects will be carried out sequentially, i.e. First, consider one tractor, then add a semi-trailer to it, after which we add a load and see how we can optimize the load on the axles of the tractor and semi-trailer by changing the position of the load in the semi-trailer.
1. Tractor
Any task in mechanics begins with a drawing, in which all the geometric dimensions important in the context of the task are marked; forces acting on objects; as well as the reference system in which we write all the equations.
Picture 1.
In this case, Fig. 1 shows that 3 forces act on the tractor: gravity $m^(T) \cdot \vec(g)$, as well as support reaction forces $\overrightarrow(N_(1,0)^T)$ and $\overrightarrow(N_(2,0)^T)$. Additional index $«0»$ shows that we are talking about the case when a semi-trailer is not attached to the tractor.
So, the condition that the sum of all forces acting on the body is zero leads us to the equation:
| $(\large (N_(1,0)^T) + (N_(2,0)^T) - m^(T) \cdot g = 0)$ | $(1.1)\qquad$ |
Please note that all variables have “disappeared” arrows. This is due to the fact that the equation is written not for the forces themselves - vector quantities, but for their projection onto the $Y$ axis, i.e. for scalars.
What does equation (1.1) give us from a practical point of view? If we know the mass of the tractor and the load on its rear axle in an unloaded state (denoted as $\overrightarrow(N_(2,0)^T)$), then the load on its front axle can be calculated based on equation (1.1):
| $(\large (N_(1,0)^T) = m^(T) \cdot g - (N_(2,0)^T) )$ | $(1.1")\qquad$ |
Consider an axle passing through the front axle of the truck (and directed, as we agreed earlier, perpendicular to the plane of the figure). The sum of all moments of forces acting on the body is equal to $0$ . This follows from the fact that since the truck is at rest (and it is obviously at rest, see also the remark about rest and uniform rectilinear motion in the introduction), it does not rotate about any chosen axis. This means that it does not rotate, including around an axis passing through the front axle of the truck. This gives us the equation:
|
$(\large m^(T) \cdot g \cdot (X_(c.t.)^T) - (N_(2,0)^T) \cdot (L^T)= 0)$ |
$(1.2)\qquad$ |
Where $(L^T)$ is the distance between the axles of the tractor (the case when the tractor has two rear axles can be considered separately), and $(X_(c.t.)^T)$ is the distance from the front axle of the tractor to the center of gravity of the tractor. Note that the force $(N_(1,0)^T)$ is not involved in equation (1.2), since this force is applied to the same point through which the axis of rotation passes, for which equation (1.2) is written. The axis of rotation is an imaginary line that runs through the front axle of the truck. And the force is applied to the front axle of the truck. This means that the distance between two straight lines - between the axis of rotation and the force vector - is equal to zero. Therefore, the arm of this force with respect to this axis of rotation is equal to zero.
Equation (1.2) can be considered with respect to the quantity a $(X_(c.t.)^T)$, i.e. if we know for some selected tractor its mass, the distance between the axles and the load on the rear axle (at the moment when a semi-trailer is not attached to it), then we can calculate the distance from the front axle to its center of gravity:
|
$(\large X_(c.t.)^(T) = \dfrac (N_(2,0)^T \cdot L^T)(m^T \cdot g ))$ |
$(1.3)\qquad$ |
How can formula (1.3) be applied in practice?
For this, consider tractor Mercedes Actros 1841.
- tractor weight - 8180 kg.
The data was not taken from pieces of paper, the measurements were carried out at a real weighing point - on the scales. The tank contained 500 liters of diesel fuel.
The distance between the axles of our tractor Mercedes Actros 1841 - 3600 mm.
To correctly substitute these values into formula (1.3), we first discuss the question of the dimension of physical quantities.
Example: a brick of mass lies on a horizontal surface$(\large \textit(10)\;kg)$. In this case, the modulus of force$(\large \overrightarrow(F))$ , with which it presses on this surface, is equal to$(\large \textit(100)\;H)$ .
Free fall acceleration $(\large g = 9.81\,m/s^2)$. Considering For simplicity, we assume that $(\large g = 10\,m/s^2)$:
|
$(\large F = m \cdot g = 10\,kg \cdot 10\,\dfrac (m)(s^2) = 100\,\dfrac (kg \cdot m)(s^2) = 100\,H)$ |
Thus, we see that the force is uniquely related to the mass, and in principle, we do not care in what way to measure the force - in Newtons or in kilograms - this is a matter of agreement. When it comes to the load that a car puts on the road, the generally accepted unit of measure for this load is kilograms. Formula (1.3) includes the ratio of the load on the rear axle to the weight of the tractor. Weight (by definition) is the force with which a body presses on a horizontal support or stretches a vertical suspension. Thus, weight is a force. But since we agreed that we measure all forces not in Newtons (as we are all used to from school), but in kilograms, then we express the weight of the tractor in kilograms. Those. from weight to mass.
So, let's calculate the distance from the front axle of the Mercedes Actros 1841 tractor using formula (1.3), taking into account the reasoning about units of measurement:
|
$(\large X_(c.t.)^(T) = L^T \cdot \dfrac (N_(2,0)^T)(m^T \cdot g ) = 3600\,mm \cdot \dfrac(2480\,kg)(8180\,kg) = 1091\,mm)$ |
All reasoning about the load, which is measured in kilograms, will be applied in the future in the practical application of the derived formulas. See, for example, the calculation of the center of gravity of a semi-trailer using formula (2.4).
2. Tractor with semi-trailer
If an unloaded semi-trailer is attached to the tractor considered earlier, then the load on its axles changes.
Figure 2.
Consider Fig.2. We can write separately both equilibrium conditions for the tractor and the semi-trailer. It should be noted that the position of the center of gravity of the tractor, calculated according to (1.3), will not change after attaching the semi-trailer.
What does equation (2.1) give us from a practical point of view? If we, knowing the mass of the tractor, measure the load on its front and rear axles when attaching an empty semi-trailer, then using equation (2.1) we can calculate the force with which the empty semi-trailer “presses” on the tractor:
Where $(\large X_(c.t.)^(p.p.) )$ is the distance from the rear axle of the semi-trailer to the center of gravity, and $(\large (L^(p.p.)) )$ is the distance between rear axle semi-trailer and the point of coupling of the semi-trailer with the tractor (this point on the tractor is called the saddle), and $(\large N_(0) )$ is the modulus of the force obtained from equation (2.2). From equation (2.3) we can derive a formula for calculating the value of $(\large X_(c.t.)^(p.p.) )$:
Consider a Mercedes Actros tractor with a semi-trailer. The mass of an empty road train is ( 5900
+ 3560
+ 1760 + 1800 + 1560) = 14580 kg.,
hence the mass of the semi-trailer (14580 - 8180) kg = 6400 kg.
The semi-trailer is three-axle, but within the framework of the previously discussed methodology, we consider the load on each axle to be the same. Let's see what results this will lead us to. Calculate by formula (2.2) the force of interaction between the tractor and the semi-trailer, the force with which the semi-trailer presses on the "saddle" of the tractor:
3. Tractor with semi-trailer and cargo
Let's move on to the consideration general case when there is a load in the semi-trailer. Now, based on the previously calculated characteristics of the truck and semi-trailer, we must find out how the loads on the axles will be distributed at different positions of the load. In doing so, we must make the following reservation: we will assume that frame semi-trailer is ideally rigid, does not deform in the presence of a load and distributes the load evenly over each meter of its length. Those. stories like the one described on the site in the scary stories section are beyond the scope of the current task.
Figure 3
|
$(\large N_1 + N_2 - m^(T) \cdot g - N = 0 )$ |
$(3.1)\qquad$ |
|
$(\large m^(T) \cdot g \cdot X_(c.t.)^(T) + N \cdot l_1 - N_2 \cdot L^T = 0 )$ |
$(3.2)\qquad$ |
where $(\large N_1, N_2)$ is the load on the front and rear axles of the tractor, respectively, $(\large N)$ is the force with which the semi-trailer at the hitch point (called the saddle) “presses” on the tractor, $(\large l_1)$ is the distance from the front axle of the tractor to the hitch point with the semi-trailer.
Now we write a similar pair of equations for a semi-trailer, while the condition of equality of the moments of forces will be considered relative to the rear axle of the semi-trailer.
So, let's write down the condition of equality of forces and moments of forces acting on the tractor:
|
$(\large N + N_3 -(m^(p.p.) + m^(gr)) \cdot g = 0 )$ |
$(3.3)\qquad$ |
|
$(\large m^(gr) \cdot g \cdot a + m^(p.p.) \cdot g \cdot X_(c.t.)^(p.p.) - N \cdot L^(p.p.) = 0 )$ |
$(3.4)\qquad$ |
where $(\large L^(p.p.))$ is the distance from the rear axle of the semi-trailer to the point of coupling with the tractor, $(\large a)$ is the distance from the rear axle of the tractor to the center of gravity of the load. It is this parameter, which characterizes the location of the load in the semi-trailer, that we will vary in the future in order to find out how it affects the load distribution between the axles of the tractor and the semi-trailer.
From equation (3.4) we can calculate the value of $(\large N)$, after which, knowing $(\large N)$, from equation (3.3) we can calculate $(\large N_3)$, from (3.2) we calculate $(\large N_2)$ and from (3.1) — $(\large N_1)$. So:
|
$(\large N = \dfrac (m^(gr) \cdot g \cdot a + m^(p.p.) \cdot g \cdot X_(c.t.)^(p.p.))(L^(p.p.)) )$ |
$(3.5)\qquad$ |
|
$(\large N_3 = (m^(gr) + m^(p.p.)) \cdot g - N)$ |
$(3.6)\qquad$ |
|
$(\large N_2 = \dfrac (m^(T) \cdot g \cdot X_(c.t.)^(T) + N \cdot l_1)(L_(T)) )$ |
$(3.7)\qquad$ |
|
$(\large N_1 = m^(T) \cdot g + N - N_2)$ |
$(3.8)\qquad$ |
As we can see, the formula for calculating the value of $(\large N)$ includes the parameter $(\large a)$, and the value of $(\large N)$, in turn, is included in the formula for calculating the load on each of the axles. Thus, by varying the $(\large a)$ parameter, we can change the axle load.
4. What is needed to calculate the loads on the axles of a freight road train
So, any model implies, first of all, a set of initial data; a variable whose changing value affects the results; calculation algorithm and result.
What do we need as input?
You need a geometric description of the tractor and semi-trailer:
It is necessary to know the load distribution on the axles of the tractor without a semi-trailer:
It is necessary to know the load distribution on the axles of the tractor when attaching an empty semi-trailer:
$(\large N_(1(,)1)^(T))$ is the load on the front axle of the tractor;
In this case, we can calculate the position of the center of gravity of the tractor and semi-trailer according to formulas (1.3) and (2.4). After that, having given the parameter $(\large a)$, we can write calculation formulas for the load on the axles of the tractor and semi-trailer during cargo transportation. If it is necessary to consider a more complex case, when there is not one load, but several in the semi-trailer, then the parameter $(\large a)$, in turn, is a calculated value, and is calculated using the following formula:
|
$(\large a = \dfrac (m_1^(gr) \cdot x_1 + m_2^(gr) \cdot x_2 + \cdots + m_k^(gr) \cdot x_k )(m_1^(gr)+m_2^(gr) + \cdots + m_k^(gr) ))$ |
where $(\large m_i^(gr))$ is the mass of the $(\large i)$-th load, and $(\large x_i)$ is the distance from the center of gravity of the $(\large i)$-th load to the rear axle of the semi-trailer.
If each load is a box, within which the weight is evenly distributed, then the center of gravity is at the middle of the width of the box. In this case, we mean the width geometric dimension side of the box, parallel to the side of the semi-trailer.
Practice calculations and load distribution
We have made a calculator for calculating the axle loads of a freight road train as part of a truck tractor and a semi-trailer.
5. About the load distribution on the rear axles of the semi-trailer
Previously, it was assumed that the load on rear axles semi-trailer is distributed evenly. This assumption leads to a discrepancy between theoretical calculations and experimental results. Moreover, we cannot neglect these discrepancies, since they exceed the accuracy of measurements on static scales at weight control points.
To account for uneven loading, several different approaches can be applied:
- The first approach is to mechanically select load distribution factors.
- The second approach is to relax the original assumption of a uniform load distribution. We can assume, for example, that in the case of a 3-axle semi-trailer, the loads on the first two axles are equal.
- The third approach is to study such a semi-trailer model, where the load on the axles will be uneven due to the very nature of this model.
Relaxing the original model.
Consider an empty semi-trailer. Equation (2.5) allows you to calculate the total load on the axles of the semi-trailer. If we denote by $(\large \overrightarrow(n_1))$ the load on the first axle of the semi-trailer, $(\large \overrightarrow(n_2))$ on the second, and $(\large \overrightarrow(n_3))$ on the third, then we can write that the sum of the loads on each axle is equal to the total load:
Where $(\large X_(c.t.)^(p.p.))$ is the distance from the middle axle of the semi-trailer to the center of gravity of the semi-trailer.
Let us now assume that the load on the first and second axles of the semi-trailer are equal, i.e.
|
$(\large \dfrac (45158400\,\text(kg)\cdot\!\text(mm) - 38195200\,\text(kg)\cdot\!\text(mm))(3930\,\text(mm)) = 1772\,\text(kg) )$ |
|
$(\large n_3 = 5120\,\text(kg) - 2\!\cdot\!1772\,\text(kg) = 1576\,\text(kg))$ |
Freight forwarder or carrier? Three secrets and international cargo transportation
Forwarder or carrier: which one to choose? If the carrier is good and the forwarder is bad, then the first one. If the carrier is bad, and the forwarder is good, then the second one. Such a choice is simple. But how to decide when both applicants are good? How to choose from two seemingly equivalent options? The problem is that these options are not equal.
Scary stories of international transportation
BETWEEN THE HAMMER AND THE ANVIL.
It is not easy to live between a transportation customer and a very cunningly economical cargo owner. One day we received an order. Freight for three kopecks, additional conditions for two sheets, the collection is called .... Loading on Wednesday. The car is already in place on Tuesday, and by lunchtime the next day, the warehouse begins to slowly throw into the trailer everything that your forwarder has collected for his customers-recipients.
ENCHANTED PLACE - PTO KOZLOVICHI.
According to legends and experience, everyone who transported goods from Europe by road knows what a terrible place is the PTO Kozlovichi, Brest customs. What chaos the Belarusian customs officers are doing, they find fault in every possible way and tear at exorbitant prices. And it is true. But not all...
HOW UNDER THE NEW YEAR WE CARRIED DRY MILK.
Groupage loading at a consolidation warehouse in Germany. One of the cargo powdered milk from Italy, the delivery of which was ordered by the Forwarder .... A classic example of the work of the forwarder-"transmitter" (he does not delve into anything, he only transmits along the chain).
Documents for international transport
International road transport of goods is very organized and bureaucratic, a consequence - for the implementation of international road transport loads, a bunch of unified documents are used. It doesn’t matter if it’s a customs carrier or an ordinary one – he won’t go without documents. Although it is not very exciting, we have tried to simply state the purpose of these documents and the meaning that they have. They gave an example of filling in TIR, CMR, T1, EX1, Invoice, Packing List...
Calculation of axle load for trucking
Purpose - to study the possibility of redistributing loads on the axles of the tractor and semi-trailer when changing the location of the cargo in the semi-trailer. And the application of this knowledge in practice.
In the system we are considering, there are 3 objects: a tractor $(T)$, a semi-trailer $(\large ((p.p.)))$ and a cargo $(\large (gr))$. All variables related to each of these objects will be superscripted $T$, $(\large (p.p.))$ and $(\large (gr))$ respectively. For example, the unladen weight of a tractor would be denoted as $m^(T)$.
Why don't you eat mushrooms? Customs exhaled sadness.
What is happening in the international road transport market? The Federal Customs Service of the Russian Federation has banned the issuance of TIR Carnets without additional guarantees for several federal districts. And she notified that from December 1 of this year she would completely terminate the contract with the IRU as inappropriate Customs Union and makes non-childish financial claims.
IRU responded: “The explanations of the Russian Federal Customs Service regarding the alleged debt of ASMAP in the amount of 20 billion rubles are a complete fabrication, since all the old TIR claims have been fully settled ..... What do we, simple carriers, think?
Stowage Factor Weight and volume of cargo when calculating the cost of transportation
The calculation of the cost of transportation depends on the weight and volume of the cargo. For maritime transport, volume is most often decisive, for air transport it is weight. For road transport of goods, a complex indicator plays an important role. Which parameter for calculations will be chosen in a particular case depends on specific weight of cargo (Stowage Factor) .
An overloaded car, both a passenger car and a truck, is a great danger to the driver and other road users. In addition, it creates an increased load on the roadway, which suffers in any case. How to calculate the overload, and what are the fines for driving with violations today? Each driver must understand his responsibility and know what threatens him.
Permissible weight of vehicles
In the summer of 2015, amendments to the relevant acts on the carriage of goods on Russian roads came into force. Based on this document, new norms for the permissible mass of vehicles have been introduced.
For example, Weight Limit a car that has the right to drive on the road without additional permission is 44 tons. This is the ultimate maximum.
For passenger cars Mobiles of such norms, of course, do not exist. But does this mean that you can overload your car and drive with impunity? The limit still exists. It is concluded that it is forbidden to carry a large number of passengers. This is punishable by an appropriate fine.
Permissible axial load
In a relationship freight transport axle load rule applies. This is the most important point in the calculations. In order to understand exactly how the load is calculated, you need to understand the simplest concepts.
So, all cars are divided into two classes:
- "A" - operated on the tracks of three categories: the first, second and third, respectively.
- "B" - carried out movement on any road.
The allowed values are listed below.
First of all, for cars:
- with two axles - 18 tons;
- with three axles - 25 tons;
- with four axles - 32 tons;
- with five axles - 35 tons.
As for road trains, other standards are established for them:
- with three axles - 28 tons;
- with four axles - 36 tons;
- with five axles - 40 tons;
- with six axles or more - 44 tons.
How to calculate?
The load is calculated using a complex formula. You also need to take into account maximum weight for roads of a certain category. Load truck the mobile is distributed as follows: on the front axle it is less, on the rear (or rear) it is much higher.
When the car drives into the scales at the post, the control officer uses a special directory, which contains a huge number of types Vehicle and the detailed load on their axles is painted. Let's look at a few examples and determine how it adds up to each axis.
Cargo "GAZelle" has two axles: front and rear. The total weight of the car is added up according to the formula:
M TS \u003d N PO + N ZO, where:
It would seem that everything is simple, but for other vehicles it is not always possible to apply this formula. Three axle cars with two combined axes, you need to calculate differently. For example, let's take the car "Kamaz" -53215. The calculation is already carried out according to the formula:
M TS \u003d N PO + N t, where:
- M TC is the mass of the vehicle;
Table
Consider the table of permissible loads. Please note that the rates are given for each axle.
The calculation should be made as accurately as possible, since the error can be no more than 5%. The closer the axles are to each other, the stronger the pressure on the roadway. This explains the dependence on distance.
Legislative restrictions in other countries
When sending a loaded car outside of Russia or for goods, it is important to study the legislation in order to avoid fines that can significantly affect the budget.
Below is a table with which you can determine the total permissible weight of vehicles in some countries.
| Countries/car | biaxial | triaxial | four-axle | trailer 2 axles | trailer in 3 axles | road train in 4 axles | road train with 5 and 6 axles | road train truck 3 axles | road train 4 axles |
| Poland | 19 | 26 | 30 | 18 | 24 | 37 | 40 | 29 | 38 |
| Germany | 17 | 24 | 32 | 18 | 24 | 35 | 40 | 27 | 35 |
| France | 19 | 26 | 26 | 19 | 24 | 38 | 40 | — | 38 |
| Belgium | 19 | 28 | 32 | 20 | 30 | 38 | 44 | 29 | 39 |
| Spain | 20 | 26 | 26 | 20 | 26 | 38 | 38 | — | 38 |
| Belarus | 20 | 25 | 26 | 20 | 26 | 36 | 44 | — | 38 |
| Kazakhstan | 18 | 25 | 32 | 18 | 24 | 32 | 44 | 28 | 38 |
Transport companies carefully study the information and laws of other countries and insure those who apply to them.
Statistical and dynamic weighing
On special points located on the track, a control weighing takes place in order to determine whether the car is overloaded and what is the load on the axle.
Weigh it in two ways:
- in static;
- in dynamics.
Both of these methods are used today, let's find out what is their difference. So, weighing in statics happens like this: the car drives into the scales and stops. This method determines the exact weight of the vehicle at the moment.
Weighing in dynamics occurs when the vehicle is moving slowly. This method is necessary to determine the load on each axle. The car moves on the scales at a speed not exceeding 5 km/h.
The only disadvantage of this method is the error, which you definitely need to know about. The maximum it can be 3%.
All scales used today at weighing points are predominantly electronic. Entrance to them is made using a ramp. Not always two types of scales are installed at the same post.
Responsibility for overload
Undoubtedly, all citizens who have cars know that there is a liability for overloading. Drivers most often experience this. trucks. For the most part, owners of passenger vehicles do not think about overloading at all.
The maximum allowable weight of a car, if you do not take into account the load on the axles, is set even before the car leaves the assembly line. Each document on the vehicle has a line regarding this moment.
The manufacturer himself knows how much load the car can withstand. This is influenced by many factors: from the parts used in production to the distance between the axles.
What causes overload?
Responsibility for overload is a very serious matter. Such actions sometimes lead to serious consequences, among them:
- Creation emergency. An overloaded car moves along the road unsteadily. In addition, the load creates pressure on the axle, which at one moment may not withstand.
- Destruction of the roadway. It's hard to argue with this, but overloaded cars really break up roads. Pits on them are a huge problem for the country, fines are not always able to cover the damage.
- Parts of the car and its parts quickly become unusable, the vehicle itself becomes obsolete and breaks down.
- If the car is overloaded, then the braking distance will be longer, which will create an additional risk of an emergency.
These are not all factors on the basis of which drivers can be severely fined.
Freight car
Drivers trucks you also need to remember how to properly transport certain types of cargo:
- large;
- dangerous and others.
Penalties for violation are provided for in Article 12.21 of the Code of Administrative Offenses. They are divided into three types:
- for an individual - 1500-2000 rubles;
- for an official - up to 15,000 rubles;
- for a legal entity - up to 400,000 rubles.
In some cases, when transporting goods, a transport permit may be required. If not, then you will also be fined.
In some situations, when documents are drawn up for the cargo, and the weight does not match what is presented in the papers, an additional inspector may impose a fine of 5,000 rubles. For companies, it will increase at least 50 times.
The traffic police inspector does not have the right to issue a fine if the control weighing has not taken place. Overload can be determined by eye, but it cannot be proved in any way.
A car
In the Code of administrative offenses there is no word about transshipment of light vehicles. Nobody weighs them on the road. In this case, the inspector may find another reason to issue a fine.
Those who load a passenger car to the eyeballs know how this affects handling, skidding and wear of parts. Most often, drivers cars issue a fine for incorrect transportation passengers. They can be placed exactly as much as was approved in the documents.
The penalties are as follows:
- warning;
- 500 rubles for violation of the rules of transportation;
- 1000 rubles for not wearing a seat belt.
So, overloading a car is a serious violation for which liability is provided. Before you go on the road, study the rules well. If transport companies take full responsibility for themselves, then a private driver will have to answer for everything on their own.
Probably, many of you at least once heard such a thing as the weight distribution of a car. Here, of course, it is clear that we are talking about the distribution of weight along the axes, but how this is done and why this is necessary has always been a question for me. The other day I was not too lazy to climb the net and pull the information that I am now sharing with you ...
Vehicle axle weight distribution– distribution of the entire curb weight of the vehicle (the weight of a fully fueled and equipped vehicle, i.e. in a state of readiness for movement) between the front and rear axles. Distribute the weight evenly on the front and back machine can be adjusted by adjusting the angle of the entire vehicle in one direction: forward or backward. In this case, improved or reduced vehicle handling and compliance with the technical specifications declared by the vehicle manufacturer are not guaranteed. You can also change the weight distribution of the car by removing serial body parts, power units and nodes. Or, conversely, by replacing them with lighter analogues. Adjusting the weight distribution is very important for disciplines such as drifting, because the pilots have to directly manipulate the mass of the car while in a skid. But pilots of other disciplines do not neglect it either.
Many of us believe that in order to make the car go faster, you first need to get into the engine. This is partly correct, but as you have already noticed, this post is not about motors at all. The first step is to think about the extra weight of the car. The vehicle weight is indicated in the TCP, but it does not always correspond to reality, because. there . If the car is only from the assembly line, then yes, they are correct, if not, then let's figure it out ...
A couple of speakers, a radio, an amplifier, a subwoofer, engine protection, stabilizers, a couple of kilograms of anticorrosive, floor mats, covers, a rosary on the rear-view mirror, a kilogram of potatoes in the trunk, etc. - all this at the plant no one considered. The manufacturer indicates the weight of the car at the factory, how much it will weigh during operation, he simply cannot know.
The actual weight of the car at the moment can only be found on specialized car scales, the main feature of which is the ability not only to find out the absolute weight of the car, but also the weight per each wheel separately, which allows you to make the weight distribution as accurately as possible. A simple layman most likely does not need this, but for those who set up a car for specific purposes: ideal handling, drift, cross-country ability or maximum “hook at the start” for drag racing and traffic light races, this is simply necessary.
During the weighing of the car, you can understand why one or another wheel constantly pierces, why one of them desperately slips on even and identical asphalt, why skidding is so difficult to control and keep the car, and other useful things, as well as adjust the suspension, which will help improve handling due to the optimal balance of the chassis.
Interesting fact: the spread between the wheels can sometimes reach 100 or more kg. If you do not do tuning, then the weight on each of the wheels can be balanced by adjusting the screw racks!
The benefit of knowing the weight distribution is as much, if not more, than knowing the exact horsepower of your engine. And in the end - weighing cars - one of the main control procedures in motorsport.
Information about the correct distribution of weight in percentage never found it. Apparently, it has its own for each discipline (we will discuss this in the comments to the post), but for drifting, 50% of the weight on each axle is considered optimal, respectively, 25% of the weight on each wheel. Moreover, the weighing of the car takes place with the pilot in the car, in full uniform. This allows you to achieve the optimal weight on each wheel with a symbiosis of the car and the rider.
Climbing the net, I found more information that people are interested in the weight distribution of pistons and connecting rods.
I’m not very strong in this area, I’ll leave it for comments, but as I understand it, the weight distribution of connecting rods and pistons consists in fitting these parts to one weight with an accuracy of hundredths of a gram and, accordingly, lightening them, albeit by a couple of grams. As well as their balancing and polishing, so that they walk exactly along a given trajectory and not a millimeter to the side. Someone says that this will give the engine power, someone foaming at the mouth claims that the motor will live longer due to the greater synchronization of parts. There are many theories, but no facts yet. Of course, pistons and connecting rods can be bought in a lighter and more durable version in specialized stores, but everyone’s hands will itch to throw off at least a little more ...
P.S. Subscribe to updates, read mine, leave comments. The topic of weighing a car and its units is quite interesting. Therefore, I will be very grateful for additions, thoughts and dialogues.
Trucks in Soviet times were exclusively state property. Now, a privately owned truck will surprise few people. Moreover, for many car owners it is the main source of income.
Unlike passenger transport the operation of these vehicles has a number of specific nuances, one of which is the prevention of overloading the vehicle.
What defines the rules
Cargo transportation by road is regulated by a number of regulations. One of them is the Federal Law on highways No. 257-FZ of November 8, 2007 - LINK.
Paragraph 2 of Article 31 of which indicates the need to obtain a permit for the movement on the roads of a vehicle exceeding by more than two percent the permissible mass of the vehicle, or the permissible axle load.
An exception is made only for the transport of the Armed Forces of the Russian Federation.
When agreed, the car owner must:
- Coordinate the route of the car.
- Compensate for the damage caused during the operation of the road.
If the excess is not more than 10 percent, a simplified system for issuing permits within one day is applied.
Legislation Decree of the Government of the Russian Federation No. 272 dated April 15, 2011 “On approval of the Rules for the carriage of goods by car» (LINK) also establishes the maximum permissible mass of the vehicle in tons:
Single cars:
- two-axle - 18 t;
- three-axle - 25 tons;
- four-axle 32 t;
- five-axle - 35 t.
Road trains saddle and trailer:
- triaxial - 28 t;
- four-axle 36 t;
- five-axle - 40 tons;
- six-axle and more - 44 t.
Maximum axle load of a truck in Russia
Another parameter controlled by this normative act (Appendix No. 2) is the permissible axle load. It is regulated for highways designed for 6 tons, 10 tons and 11.5 tons, respectively. The distance between closely spaced axles and the type of wheels (single or dual) are also important.
Table 2018-2019
|
Location of vehicle axles |
Distance between closely spaced axes (meters) |
Permissible axle loads of wheeled vehicles depending on the standard (calculated) axle load (tons) and the number of wheels on the axle |
||
|
for a / d, calculated. for axle load 6 tons/axle |
for a / d, calculated. for axle load 10 tons/axle |
for a / d, calculated. for axle load 11.5 tons/axle |
||
|
Singles |
from 2.5 m and more |
|||
|
Tandem axles of trailers, semi-trailers, trucks, tractors, truck tractors with distance between axles (bogie load, sum of axle masses) |
up to 1 (inclusive) |
|||
|
from 1 to 1.3 (inclusive) |
||||
|
from 1.3 to 1.8 (inclusive) |
||||
|
from 1.8 to 2.5 (inclusive) |
||||
|
Triple axles of trailers, semi-trailers, trucks, tractors, truck tractors with a distance between the axles (bogie load, sum of axle masses) |
up to 1 (inclusive) |
|||
|
up to 1.3 (inclusive) |
||||
|
from 1.3 to 1.8 (inclusive) |
||||
|
from 1.8 to 2.5 (inclusive) |
||||
|
Contiguous axles of trucks, tractors, truck tractors, trailers and semi-trailers, with more than three axles at a distance between axles (one axle load) |
up to 1 (inclusive) |
|||
|
from 1 to 1.3 (inclusive) |
||||
|
from 1.3 to 1.8 (inclusive) |
||||
|
from 1.8 to 2.5 (inclusive) |
||||
|
Contiguous axles of vehicles with eight or more wheels on each axle (load per axle) |
up to 1 (inclusive) |
|||
|
from 1 to 1.3 (inclusive) |
||||
|
from 1.3 to 1.8 (inclusive) |
||||
|
from 1.8 to 2.5 (inclusive) |
||||
Table note:
1. The values in brackets are for dual wheels, without brackets - for single wheels.
2. Axles with single and double wheels, combined in a group of close axles, should be considered as close axles with single wheels.
3. For twin and triple axles, structurally combined in common trolley, the allowable axle load is determined by dividing the total allowable bogie load by the corresponding number of axles.
4. An uneven distribution of the load along the axles for two-axle and three-axle bogies is allowed, if the total load on the bogie does not exceed the permissible one, and the load on the most loaded axle does not exceed the permissible axial load of the corresponding (single or dual) single axle.
How to calculate load
Axle load refers to the load from the mass of the vehicle, transmitted to the plane through its wheels. Consideration should be given to its significant unevenness on the front and rear (rear) axles of the truck.
Any calculation will be approximate, since it is impossible to scrupulously take into account all the parameters.
Approximate calculation sequence for a common model tractor + trailer:
- From the vehicle registration certificate we take information about the mass of the car and the mass of the trailer.
- We define actual mass of cargo. This is the most difficult stage, since the invoice data does not always correctly reflect this information.
- We carry out the calculation for the trailer. To do this, we add the mass of the trailer and the mass of the cargo, since part of the trailer's load is transferred to the tractor, we adjust the value downward. The most common is a load ratio of 25% for the tractor and 75% for the trailer. Accordingly, we determine 75% of the sum of the masses of the cargo and the trailer. Divide the resulting value by the number of axles.
- Now we determine the weight on the axle of the tractor. To 25% of the sum of the mass of the cargo and the mass of the trailer, the mass of the tractor itself is added.
- As well as for the trailer, we take it as 75% of the value obtained. The resulting value is divided by the number of rear axles of the tractor. We define the load on the front axle as 25%. As a result, the values for all axles of the tractor and trailer are obtained. You should be guided to any maximum value, it is precisely this that is taken into account at weight posts.
There are calculators on the Internet that allow you to make calculations automatically. An exact answer can only be given by a measurement made by specialized devices used in weight control.
Video - how to avoid congestion fines using the ALM system:
Types of weight control
Weighing stations are stationary and mobile.
Video - the work of the weight control point and fines for overloading a truck:
Stationary are located in predetermined places, the movement of personnel and equipment is not carried out on them.
mobile weight control posts equipped on the basis car vans are able to quickly change their location and turn into an unexpected surprise for truck owners.
Weight control is carried out in dynamic and static mode.
Dynamic the measurement mode is carried out when a truck is moving at a low speed using special sensors. Which sequentially take readings on each of the axles of the car. The speed of movement should not be more than 5 km/h. The disadvantage of this method is a significant, sometimes up to 3% measurement error.
Video - how weight control should work on the road:
Static way is more accurate. The measurement is made with the car stationary. The method allows you to measure how gross weight vehicle and axle loads.
Fines for overloading a truck in 2019
For violation of the rules for the carriage of goods in terms of the permissible mass and permissible axial loads, penalties are provided. The amount of the fine for reloading a truck is indicated in article 12.21.1 of the Code of Administrative Offenses of the Russian Federation - LINK.
The Code of Administrative Offenses of the Russian Federation provides for the following types of punishment:
- In paragraph 1 of Art. 12.21.1 in case of exceeding allowed values from 2 to 10% without a issued permit, or a similar excess of the values \u200b\u200bspecified in the permit, provides for a fine for the driver (hereinafter - B) up to 1500 r, executive(hereinafter referred to as DL) up to 15,000 rubles, a legal entity (hereinafter referred to as a legal entity) up to 150,000 rubles.
- In paragraph 2 of Art. 12.21.1 the same, if values are exceeded from 10 to 20% without a formalized permit, it provides for a fine for B up to 4000 r, DL up to 30000 r, YL up to 300000 r.
- In paragraph 3 of Art. 12.21.1 the same, if values from 20 to 50% are exceeded without permission, it provides for a fine for B up to 10,000 rubles (or deprivation of rights up to 4 months), DL up to 40,000 rubles, legal entities up to 400,000 rubles.
- In paragraph 4 of Art. 12.21.1 the same in case of exceeding the values agreed in the permit from 10 to 20% than the fine for B up to 3500 r, DL up to 25000 r, YL up to 250000 r.
- In paragraph 5 of Art. 12.21.1 the same in case of exceeding the values agreed in the permit from 20 to 50% than the fine for B up to 3500 r, DL up to 25000 r, YL up to 250000 r.
- In paragraph 6 of Art. 12.21.1 the same, if the values agreed in the permit are exceeded by more than 50% or without permission, it provides for a fine for B up to 10,000 rubles (or deprivation of the right to drive up to six months), DL up to 50,000 rubles, legal entities up to 500,000 rubles. It should be taken into account that except for a fine in all paragraphs 1 to 6 of this article it is planned to detain vehicles with direction to a special parking lot.
- In paragraph 11 of Article 12.21.1, the same, if the values \u200b\u200bexceeded indicated on a special limiting sign, entail a fine of 5000 rubles.
Attention! For violations provided for in Article 12.21.1 of the Code of Administrative Offenses of the Russian Federation, individual entrepreneurs bear administrative responsibility as legal entities!
Things to Remember
Keep in mind a number of important points. In order to get into the ranks of violators, it will be enough if even one axle exceeds the permitted load norms.
Video - about overload, fines, axle loads (interpretation of controversial points):
If you are sure that you are right and that there is no overload, you should pay attention to the equipment that was measured, it must be certified and officially be a measuring instrument.
In the near future, car owners will also have to face an automatic weight control and video recording system that will be able to measure at car speeds up to 140 km/h. A receipt with a fine will be sent in the same way as those sent for speeding.
In conclusion, it is worth adding that the conscientious control of the cargo carrier over the weight parameters of his vehicle will not only save the roadway, but also save time and significant cash on fines. Good luck on the roads!
Yes, truckers are not allowed to "get bored" - one thing is worth it.
Alexander
Thank you Super!!!)))
Albina
Good afternoon There is a notification about the appearance at the trial on the case of overload on the 2nd axle (it was 6,930 kg at a rate of 6000) Can we refer to the fact that the correct distribution of the load is the responsibility of the driver. And we, as consignors, did not violate the norm for overloading, and all the blame is only on the driver, because. in the process of loading or during transportation, the driver himself could move the load. Thank you Or how can we properly avoid paying a fine, because. we are an LLC and the fine is 250,000 rubles.
Dmitriy
Good afternoon, in accordance with the Technical Regulations of the Customs Sobz, the maximum allowable weight of a road train is 40 tons, given that this is an INTERNATIONAL DOCUMENT, and international agreements are “above” national in terms of supremacy, it is better not to carry more than 40 tons
Vladimir
Standard a/crane KS-45719 on MAZ-5337 chassis. Load on the rear axle is 11500 kg (indicated in the passport of the crane and on the marking table of the cab), in fact even more. On what roads can it travel?
Sergey
Purely theoretically, I thought, and if the rear axles are “pushed apart” on this crane, then it will already pass through the scales. It seems that there are not many alterations, jet rods and cardan can be ordered according to size, springs can also be picked up or assembled from sheets yourself.
Valentine
Automatic weight and dimension control systems have been operating in Russia for a long time. At the same time, for minimal overloads even on one axle (within an error of + - 400 kg), fines come on the owner of the vehicle. And if the owner is a legal entity. Then keep 150 thousand rubles. for exceeding 2% of the permitted weight. Moreover, the automation will not determine that in the process of movement a shift of the load may occur. In general, in the near future there will be a lot of appeals against such decisions.
Edward
I worked for the owner now I got a fine, although I, as a driver, just paid the inspector mixed up the names. the judge said that there is no difference to whom they wrote out
Yuri
I have a three-axle tractor and a three-axle P / tank trailer. By total mass We do not carry overload, but it happens along the axes. I don’t understand, overload by the total mass of the road train is a fine higher than with axial overload ???
Michael
Indeed, I also heard such information that in the near future an automated weight control system will be installed on the roads. And having fixed the overload, receipts with a fine will be sent to the violator. By analogy with a system that fixes speeding. And then we will live, Plato will then seem like a trifle. I understand perfectly well that the road is deteriorating, I understand that any mistake with overload leads to irreparable and unpredictable. But an adequate and qualified driver will never allow an overload on purpose and will distribute the load evenly along the axles. And grabbers and receipts will not stop.
Leonid
But in fact, those who deliberately overload their trucks and dump trucks harm everyone. First of all, the roads on which we drive suffer. These are not only pits and potholes, but also deep rutting. Here in our region there is a road Gomel - Bryansk, I often travel along it, and so in the direction from Gomel the gauge is 20-25 centimeters, but there is no gauge in the opposite direction. Why? Yes, because loaded trucks go from Belarus to Moscow, and empty back! The desire of the driver is quite understandable - he loaded more, transported more, and received more. But! Other members of the movement suffer. Therefore, axle load control is important and should be carried out on all significant federal highways.
Andrey
severity automobile laws in Russia, as we know, it is compensated by corrupt traffic cops.
Lyokha
On the one hand, any average static driver (if he does not drive trucks) is “in a drum” with all these layouts for overloads, axle load calculations, and so on. On the other hand, both use the same road, and the condition of this road primarily depends on trucks. It is they who give the main load on the roadbed. Therefore, car owners of passenger cars have every right to participate in the discussion of such problems and ask questions, and demand the fulfillment of load standards in case of violation. In my region, after the appearance of the Mirotorg company, the roads simply began to fall apart before our eyes. In some they invest in repairs, but not always. I honestly pay the transport tax and want to drive on normal roads.
Leonid
Tin, it looks like they will soon be fined for everything. And so taxes were raised, and now for overload. Even if not overloaded, they will find something to dig into. And as they say: "The Russian court, the most humane court in the world." So it will be useless to go there in case of anything.
Dmitriy
Theory is good and right, but we must not forget that the rules are applied in our country in different ways from region to region. So when planning a route, be sure to look for reviews about local posts and attitudes towards them. I read about what is happening in Karelia, Tatarstan, Bashkiria - we, for example, do not yet have such a tough guy.
SuperMakarij
The development of fleets of heavy trucks already in the seventies of the last century has greatly changed the operation of highways. Heavyweights destroyed the roadbed, sometimes knocking out ruts in the existing asphalt. Overloading of vehicles affects not only the quality of road operation, but also technical condition vehicles and their trouble-free operation. Especially the problem of overloading trucks has been growing since the 90s, when private fleets began to develop at an accelerated pace in the country. Together with them went the excitement of earning at any cost, to the detriment of the rules for the operation of trucks and safety. traffic. The measures taken by the government to regulate and control the rules for the transportation of goods are forced and require drivers to do one thing - their implementation.
Vladimir
The trouble is this! Control over the overload of a truck, of course, must be tough and it must be carried out for the sake of protecting the roadway and environment. But on the other hand, why are they introducing additional fees for truckers (the Platon system), constantly increasing excise taxes on gasoline and diesel fuel? Truckers are forced to go to the trick, overloading their cars in order to achieve at least some profit. Many IP - truckers leave the market, leaving their favorite business. And secondly: why is control over heavy trucks being tightened, but not for road workers? New roads do not even withstand a couple of winters, they are destroyed instantly!
Anton
I bought a truck in Moscow (loner 2 axles), drove it home, loading it with my own cargo. Near Novosib, I got on automation with an overweight on the axle (the load shifted). RESULT: I am the owner, non-commercial cargo, PENALTY 300t.r. …. how is this??? It is not easier to dispossess us of kulaks right away, why such complex schemes?
Sergey
Our legislators, regulating norms and the Code of Administrative Offenses, act according to the scheme - "where or how to work, if only not to work." They draw up tables, publish articles about exceeding the permissible values, but only without regard to quality. Russian roads currently and in the future. Everything seems to be fine, the driver complies with all the norms for a certain quality of the road, the axle load norm is less than the permissible one, then after driving along a part of the “killed” road, he breaks undercarriage car. But the pits, in fact, are the same load on the axle, only to worsen the operation of vehicles. In terms of axle load, it should take into account not only how the roads will suffer from overload, but also what losses the car owner will incur from their unacceptable quality. To begin with, normal laws on the guarantee from the contractor of the highway and strict measures for their violation should be introduced.
Viktor Alexandrovich
Yes, trucks do not always spoil the roads! The track is light everywhere, it's from the spikes. Does the government not know about this? Even as he knows, but does nothing, because the result is not needed by anyone, but this movement-hype is needed. Tell me how the driver should observe the axial when transporting timber, lumber? There are no scales in the car, the density strongly depends on the humidity and type of wood. It is surprising that all the media and amateurs, who themselves have never loaded trucks all over the country, are replicating nonsense.
Alexander
I sincerely sympathize with the drivers of heavy trucks - as a rule, they do not solve anything in various cargo-economic scenarios and are forced to go to violations so as not to lose their jobs. It's just that they have to answer.
Sergey
I have been to Poland by car and have not seen any rutting there, although there are many tractors moving along the roads, which means that it is not about cars, but about the quality of the canvas!
Anatoly
Of course, overloading a truck is an indicator of the use of a car, which should always be under control, both for the driver and for the responsible persons of enterprises or organizations. It is not in vain that the legislation provides for responsibility for the state of loading not only on these persons, but also on the organization itself. All this in order to avoid, as they say, shifting all responsibility to the driver. The driver, carrying out the commands of the company's management for the transportation of goods that are beyond the weight, should not be a whipping boy. Yes, and he is responsible not only for fines, but sometimes for his own life. It would be desirable, that, especially heads or owners of the small enterprises understood it. Do you want to receive big profit, organize a decent job for the driver, provide appropriate permits in a timely manner, if necessary, send the car along a route where the road surface can withstand the weight of a loaded car. There should be a serious study of the implementation of such work, and not according to the principle “I said”, but at least don’t flourish there. And if everything that depends on you is done, then let the driver be responsible for all deviations and violations.
Eugene
And I will tell you this - all this weight control carried out by government agencies is in fact ineffective! The fact is that the vast majority of furists are well aware of where stationary scales are located and the places where mobile load measurement points are most often installed. And even at the stage of loading their truck at the logistics warehouse, knowing in advance that they will have an advantage, drivers develop a route of movement bypassing all checkpoints of weight and load. Plus, in almost every truck there is a short-wave receiver-transmitter (walkie-talkie), with the help of which truck drivers communicate on a certain channel, who share the situation on the road, the presence of a traffic police post or scales.
Thus, less than 5 percent of violators come across in the nets of our security forces, that is, it is like catching small fish with a net with a large mesh - whoever gapes or sucks pays! On the other hand, these are certainly obvious pests. After all, what happens is that the carrier alone profits from the overweight, and we all repair the roads together (for our taxes). Therefore, I think that a truck with an advantage is a common enemy !! Some kind of non-resident stray will pass by my city, and he doesn’t care, but I still have to drive here all my life.Nicholas
I don’t know how they cheat with overload and axle load, but the fact is that they violate it, and often. A few years ago, I often had to travel around federal highways and drew attention to the fact that stationary weight control applies to truckers in different ways. Some have a clear overload, they are barely pulled uphill, they are pressed to the ground, and no one pays attention to them. It's all about the numbers, which region, this and the attitude. Sometimes there were mobile measurement points, here the loyalty of the inspectors fell, they were much stricter. There are many acquaintances who work on long lengths, and all of them have their own tricks to bypass the weight control. But, as usual, the employer (private trader) immediately finances the driver with funds for fines. Someone finds workarounds, but apparently it's cheaper to pay a fine than to drive multiple flights. It is clear that everyone wants to earn money, everyone has their own truth, the human factor rules here. I got the money on my paw - I closed my eyes. The Plato system was introduced, but what has changed? We suffer, the drivers of passenger cars - the roads are smashed to bits. A few years ago we spent overhaul a bypass road along Saratov, not even a couple of years have passed - the track has turned into an accordion. Who is to blame here - the road builders? Perhaps, but when a car rolls with the weight of a railway wagon, which road will withstand it.
Laura
At first glance, I seem to be far from all these long-range problems, but on the other hand, I often have to drive along the highway, which the trucks have chosen. And meet with them often. And sometimes I get scared. It is quite narrow there and sometimes the trucks begin to rock in a childish way, it is noticeable that they are overloaded, it is not easy for them to keep their monsters. More than once I was driven not just to the side of the road, but into a ditch, monsters.
Macarius
March, the first month of spring, is coming to an end, in just a few weeks in the central regions of Russia, the snowmelt will basically end, and the earth will begin to thaw from its winter permafrost. The most dangerous time for the operation of roads and the time of responsibility for their unreasonable use. During the thawing period, the earth literally sags under any vehicles. Ruts appear on dirt roads, sometimes very deep, especially from the passage of heavy tractors, such as John Deere, KA - 700 and others. The same thing happens on paved roads under the wheels. heavy vehicles. Even in high-quality asphalt, ruts are filled, which can be corrected only by a complete re-laying of the roadbed. It is no coincidence that at this time the most close attention is being paid to the overload of cars moving on the roads. various services, especially HBBD. It must also be remembered that general overload vehicle and exceeding the standard pressure on the axles of cars, not only destroy roads, but can also harm their serviceability. Explosions of wheels while driving, their breakage, followed by overturning of the trailer or the entire truck, are not uncommon. And the fines applied to drivers and car owners, in this case, are correct and justified.
Anton
Of course, in all the troubles and violations on the roads, as a rule, only the driver is to blame. After all, a traffic police officer who stopped a car on the road will not look for the owner of the car or the head of the enterprise that owns the car. And the inspector is strict with the driver. Our company has a well-equipped shop for loading and dispatching products. And there are several types of loading facilities, and an excellent weight room, where scales are installed that can weigh heavy vehicles with trailers. Once I was closely following the loading, the movers fulfilled all my requirements for evenly stacking the load on the platform of the body. When weighed, the total weight of the truck and trailer did not exceed the legal limit for my vehicle. Quietly left for the flight. Before reaching the city of Voronezh, at the point control weighing my car was weighed very carefully and according to their scales, the total weight of the car was allegedly overloaded by 20%. Of course, I could not prove anything, I paid to go further. So it turns out the country is one, the legislation is one, but the scales are different. Although we have modern, electronic scales at our enterprise, the recipient rarely sets the weight when unloading. It seems to me that it is necessary in the country, when adopting new rules, first to put things in order in the instruments of control, and then to control.
Sergey
Of course laws are written to be enforced (or bypassed). In the Tula region, every day in the spring at the entrance to the city, just at my garages, they install a Gazelle with the inscription "Weight control" and a traffic police car. When I go out of the garage with curiosity, I watch the same picture from year to year. A truck is coming, they stop, they look inside, they climb to look at something. Then they check the documents. Naturally, we are not even talking about any weighing. Then the driver first gets into the traffic police car, then goes into the "Gazelle" and leaves from there putting a piece of paper into his wallet. Once he did not hesitate to ask the driver what they gave him, it turned out to be a receipt for the overweight. So the question is, how did they determine the advantage - apparently by the method of a cursory glance. And by the way, I regularly pay a transport tax, and I drive on broken roads. So I want to understand this everywhere in our country this is how the advantage is determined, or only in the Tula region. Moreover, this post stands at a fork in the road - one to Tula, the other to the Don highway. And trucks naturally turn everything!!! to the Don, since they are forbidden to enter the city. Those. A fine is taken for the Don highway, and at the exit from the Tula region there is another similar mobile weight control post that releases cars onto this highway. So it is not clear who is stealing this money from whom, and whose area of responsibility is there.
Anatoly
Oleg
Destruction pavement in Russia it headache all drivers. Many reasons wrong tire(for example, studded tires are prohibited in Europe), environmental conditions, track loading, performance quality road works. One of the reasons is the overload of the car, transmitted to the road through the load on the axle of the car. Axle load is the load from the mass of the car, transferred to the road surface by the wheels of one axle. It is with too much overload of the car that the destruction of the road surface occurs.
The mass of the car and the load on its axles are related by the ratio - the entire mass is divided by the load on the axles of the car (if there are two of them, then by two, if there are three, then by three). More load on the back.
On some sections of the road there is a prohibition sign 3.12, which prohibits the movement of vehicles whose axle load exceeds that indicated on the sign. Violation is punishable by a fine, i.e. shall entail the imposition of an administrative fine in the amount of five thousand roubles.
There are two types of weighing: dynamic and static. Dynamic - without stopping at a speed of no more than 5 km / h., Statistical - this is a complete stop, it is the most accurate. Depending on the mass more than the permitted norm, the fine changes. In addition, for violations stipulated by part 1 - 6 of article 12.21.1 of the Code of Administrative Offenses of the Russian Federation, the vehicle is sent to a fine parking lot, and if this is not technically feasible, then its movement is prohibited using special blocking means.
If excess weight has been allowed legal entities or individual entrepreneurs, then they are fined from 250 to 400 thousand rubles.Anatoly
The new asphalt pavement becomes undulating in a year, it is impossible to drive.
Dima
They don’t want to make normal roads, so they invent restrictions. In the EU, Turkey, the maximum load is 60t. And the roads are like glass
Anatoly Ivanovich
Life flows and everything in it changes. The legislation on reloading trucks is quite stable, only the control system is changing, which is increasingly moving towards computer science or cybernetics. In Russia, control systems for overloading cars are already working, which can determine it at speeds up to 140 kilometers per hour. Is it good or bad. On the one hand, technologies for determining overload are being developed, simplified and, accordingly, accelerated, and also lead to almost irrevocable punishment for detected violations. This is good. But in other way modern technology control is not entirely perfect, during its operation large deviations from the actual pressure indicators on the vehicle axle are allowed. Therefore, a lot of dissatisfied drivers and car owners, unjustified expenses for the transportation of goods, the cost of which is already quite high. What to do? Of course, as always, be patient, be glad that you managed to avoid this control when working on the roads and try your best not to overload the truck to please the customers, to correctly place the cargo in the back, both in size and weight. All this will help to avoid undeserved punishments. And all this will pass.
Anatoly
Like it or not, but the federal law on highways must be followed. But even without overloading the car, in some cases, it can not be done. It is especially necessary to overload the car when transporting solid structures or large products that fit in the car body in size, and in terms of weight and, accordingly, the axle load of the cargo mass, an advantage is obtained. In our organization, the transportation safety department in this case issues special permits for the transportation of such goods, which takes some time and, for this reason, a simple car is allowed. With a small excess, the decision to issue such a permit is made quickly, in one day, but with an overload of more than ten percent, the enterprise service has to work hard to prove the need for such actions. We had a case once. We loaded two structures onto the car body, which together exceeded the permitted carrying capacity of the car. The car, waiting for permission to transport this cargo, stood for about ten days, continuous losses for the enterprise. Permission was never given, one structure had to be removed from the body platform, as a result, permission was not required. For two flights during the day, the structures were transported to their destination. I think that in this case it is not the federal law that is to blame for the losses incurred by the enterprise, but the slow-wittedness and sluggishness of our responsible services, they do not know how to count money.
Sergey Sergeevich
If the axle load is normal, but the driver took an emergency vehicle for towing along the way, then, based on the laws of physics, the traction force will also increase weight load on the axle. The rules nowhere indicate such cases, although if everything is taken into account according to the standard, then a fine should be imposed, if the human factor is taken into account, then no. It is interesting how the traffic police regulates this.
Hope
Good afternoon! Tell me, during the closure of roads with a permissible axle load of 5 tons, how to pass Volvo tractors with a front axle of 6.3 tons? Or are they not fined for the front axle of a tractor ????
