разования энергии, эфир. ENERGY GAIN BY MEANS OF RESONANCE IN THE TESLA COIL

An analytical review of publications on the problem, first formulated by Nikola Tesla, generating «free» energy from the air in the surrounding space has been presented. The hypothesis of the resonance phenomenon as a «key» to the air energy has been advanced. The main unsolved problem is the extraction of «free» energy (proposed to call it «resonance») and its supply to the electrical load have been noted. It is expected that the quality factor of the secondary circuit must be large enough. Key worlds: «free» energy, resonances, Tesla coil, energy transformation coefficient, air, primary coil, crease of voltage.


Introduction
Modernization is technical improvement of capital assets in order to eliminate moral depreciation and enhance the technical and economic parameters to the level of advanced equipment [1]. Usually, determination of efficiency of modernization of the vehicle is viewed from an economic point of view. But this process will improve the technical, economic and environmental parameters of the vehicle.

Purpose and problem statement
The aim of the article is in the calculation of efficiency of modernization of vehicle taking into account life cycle, technical and environmental parameters.
There is necessary to use the figure that would take into account all these parameters together in order to assess how much modernization is effective.

Estimation of modernization efficiency
It is proposed to measure the coefficient of efficiency from the modernization of the vehicle according to the procedure which is shown in Fig. 1. It is proposed to use the coefficient of efficiency from the modernization of the vehicle K e as an indicator by the following formula where К 1 is the technical level coefficient of the modernized vehicle; К 2 is the life cycle coefficient of the modernized vehicle; К 3 is the environmental parameters coefficient of the modernized vehicle; (k) is the function which normalize parameters weight in the ranked sequence; k is the parameter number in the ranked sequence.
Calculate the coefficient K 1 as a criterion the technical level using the method of weight coefficients. It describes the new design and engineering development on existing technical objects of the same production purposes. It is calculated using the following formula shown in [2, 3] where k n is the parameter, which is the ratio of the numerical parameters of the new development to the parameters of existing facilities for rational categories (growth of parameter corresponds to the technical progress) and irrational categories (growth of parameter doesn't correspond to the technical progress); (i) is the function which normalize the parameters weight in a ranked order, i = 1..s.
Best of comparable vehicle fits the greater value of coefficient K 1 .
It was on improved method for determining the technical level of the vehicle by the next. Function (i) was introduced in part of determining the parameters weight in a ranged sequence instead of using the expert method. According to it, this figure determined by the following for- where i is a number of technical parameter in a ranged sequence (and, by definition φ (1) = 2 is a singular point).
The coefficient K 2 is determined as the ratio of the life cycle cost of the basic vehicle LLC Vb and the modernized one LLC Vm using the following formula 2 Vb Determining the value of the vehicle life cycle is forecasting costs on stages of its life cycle. The life cycle cost concept (Product Life Сусlе Соst -LCC) is widely used abroad to assess the efficacy of investment projects [4,5].
Today LCC analysis is widely used as a tool in the decision making process when considering plans for the implementation of new investment projects, tendering for rendering the services, manufacture and delivery of technical objects mainly with the high initial cost and the long time of lifestyle. The use of LCC analysis is fixed legislatively in some countries. [6] The life cycle cost of vehicle LCC V , which is purchased or upgraded again, is the sum of all costs (non-recurring and current) at all stages and is determined taking into account the discount factor α t using the following formula [4]  , where K t is capital investments in the year t of the life cycle, UAH; I t is current expenses in the year t of the life cycle, UAH; L t is the residual value of fixed assets, which drop out in the year t of the life cycle, UAH; Т is the duration of the life cycle of a vehicle, years; t in is the initial year of the vehicle life cycle; t a is the year of acquisition of the vehicle; α t is a discount factor.
Discount factor α t is calculated using the following formula where где r is the discount rate; t c is calculated year of the life cycle; t is the life cycle year, which costs are reduction to calculated year.
If it is impossible to predict the dynamics of prices (inflation) for the entire life cycle, defining of the life cycle cost should be carried in constant (unchanging, basic) prices. Thus, inflation accounting can be achieved either by index-ing the price, or by adjusting the discount rate. In this case, instead of the value of r (in the formula (6)) is used the modified discount rate d [7], which is calculated using the following formula 1 1, 1 100 where p is the projected annual inflation rate, %.
Coefficient К 3 is calculated as the ratio estimates of damage from environmental pollution in year t during the operation accordingly of the base vehicle to the modernized one.
where Yb t is an assessment damage from the environmental pollution in year t during operation the base vehicle, UAH [8]; Ym t is an assessment damage from the environmental pollution in year t during operation the modernized vehicle, UAH.
The value Yb t determined by the formula, UAH, where γ' is the unit costs standard, UAH / e.c.; δ is is an indicator of the relative danger of air pollution on the different types territories; f is a coefficient that takes into account the nature of the scattering of impurities in the atmosphere; А' z is an indicator of the relative activity of z-type impurities; m b z is average annual mass of of z-type pollutant that enter into the atmosphere in year t during operation the base vehicle, kg/h.
Value Ym t determined by the formula, UAH where m m z is average annual mass of of z-type pollutant that enter into the atmosphere in year t during operation the modernized vehicle, kg / h.
The model of determine the effectiveness of the modernized vehicle If we assume that parameters K k affect the coefficient of efficiency K e equally and take into account mentioned above dependence, then the model of determine the effectiveness of the modernized vehicle compared to the base one will be in general form as follows The model limitations form can be represented in general as the following system The foregoing dependence can be used when designing new vehicles and modernization of existing ones. There were calculated parameters modernization of Lanos car with a hybrid transmission by applying the methodology that was described above. K e ratio was equal to 1,4, which fully confirms the efficiency of such modernization.

Conclusions
The analysis of existing methods of estimation of vehicle efficiency was performed.
It was developed dependences which allow to determine the effectiveness of the modernization of the vehicle.
It was shown general appearance of the model of determining the effectiveness of the modernized vehicle compared with the base one.

T. Bazhinova, P. G., Kharkov National Automobile and Highway University
Abstract. Comprehensive assessment of the quality of cars, which is based on the integral parameters of comfort, reliability, safety, environmental and technical solutions are considered and defined. The amount of parameters that define the quality level of the car use throughout the country is defined.

Mathematical formulas and quality indicators of the integral index are developed. The integral quality index of vehicles allows comparing the vehicles of different classes based on external operating conditions. The numerical values of the integral index determines the quality of the car.
Key words: vehicles, quality, dependability, comfort, safety, ranking approach.

Introduction
The estimated figures of brake efficiency of operated motor cars is the value of steady maximum deceleration and the value of the minimum stopping distance, traveled by the car from the beginning of braking with the required speed up to its full stop.
Both evaluation indexes are linked. Therefore, in US only one of them is normalized -the minimum stopping distance.
It is considered that the steady deceleration is independent of the initial braking speed, which creates certain advantages when used; however, the braking distance characterizes the traffic safety.
There are established different standards for assessing the performance of brake systems of passenger cars, which are regulated by a number of both international and national standards [1][2][3].

Analysis of publication
Road tests of motor cars, carried out according to the known standards, are to determine their inhibitory properties, i.e. the value of the steady deceleration and braking distance under certain road conditions [1][2][3].
The requirements of different standards establish the value of implemented deceleration of the car in running order at least 7 m/c 2 and the limit braking distance at a certain initial braking speed on level ground with a dry asphalt surface.
Thus, at the initial braking speed of 40 km/h the braking distance of the car in the running order shall not exceed 17,4 m and at 80 km/h, the stopping distance should not exceed 43,2 m. These values are listed in the present Highway Code of Ukraine. In this case, the action of the aerodynamic resistance of the vehicle movement is neglected, stipulating the wind speed to be 0,3-0,5 m/s, at which the tests are conducted [1,3].
For the same reason in the classical literature [4,5] there are given the dependencies to determine the limiting deceleration values and the braking distance of the vehicle, ignoring the force of air resistance.
However, as shown by theoretical studies [6][7][8][9] the longitudinal component of the aerodynamic drag force acting on the vehicle during braking has an impact on the redistribution of normal axial reactions.
With that, in case of vehicle braking on level roads they are homogeneously distributed between the wheels of similar axes.
A completely different situation occurs during braking of vehicles in the event of total aerodynamic force components action not only on a flat road, but on a level road with a transverse slope, with a fixed radius of curvature and on the roads with a longitudinal slope, i.e. under operating conditions [10][11][12][13].
Such a law [14] of axial normal reactions distribution, and thus the braking forces between the axles must be satisfied by the vehicle braking drive action.
However, the modern methods of braking force distribution between the axles of passenger cars [15] and the design of brake actuators, providing it, fail to effectively implement the change of normal reactions in operating conditions not only between the axles, but also between the wheels of various vehicles.
One of the options for improving the braking drive of cars is the designed brake actuator [16], which implements the method [17] of brake force distribution between the wheels of its various sides.

Purpose and problem statement
The purpose of road tests lies in establishment of the minimum amount of change in the steady deceleration and braking way of the Lanos motor car standard configuration, equipped with an improved hydraulic brake actuator, on a level road.
The object of road tests is to estimate the effect of the aerodynamic factor on the inhibitory properties of the Lanos motor car.
Subject of research -the process of emergency braking of Lanos motor car.

The methodology of carrying out road tests
Lanos car tests of basic configuration were held in a state of partial (1220 kg) and full load (1595 kg). At this, there was allowed the presence of instrumentation and the load balancer, evenly placed in the passenger compartment and the trunk of the car in accordance with the requirements [1][2][3].
A series of emergency braking of the car in a different weight state was produced in calm weather on a road site with dry asphalt concrete pavement (without longitudinal and transverse slope) of Zaporozhe Auto Plant.
Initial braking speed varied from 40 to 150 km/h. The wind speed at the indication of the anemometer was 0,3-0,5 m/s. Before carrying out the road test the braking system of the Lanos motor car, equipped with an improved hydraulic brake actuator [16], one of the circuits of which is shown in Fig. 1, was tested for compliance with requirements [1][2][3].
To register the value of deceleration and the stopping distance of the Lanos motor car there was used the equipment of the design and operational department of Zaporozhe Automobile Building Plant ZAZ: a decelerometer with an integrated Maha VZM 300 printer, a cup anemometer MS-13 GOST 6376-74. Fig. 1. Equipment of the car with an advanced brake actuator [16]: 1 -master brake cylinder assembly; 2 -controlled brake force governor; 3 -pilot cylinder assembly; 4front axle brake actuator; 5 -rear axle brake actuator; 6 -articulation-linkage assembly In the process of testing, the motor car accelerated to the speed exceeding the initial braking speed of 3-5 km/h. Then the clutch was disengaged and, when the magnitude of the initial braking speed was reached, the brakes were engaged and the vehicle stopped.
After the braking process was over, there were registered the displayed measured values of both deceleration and the braking distance.
The average value of 2 measurements in the forward and backward direction was considered to be the result of measurements conducted.
As part of the above road research program five experiments were conducted.

Analysis of road test results
Comparative evaluation of the results of road tests of the Lanos motor car was performed, using the results of theoretical research and the results of road tests of the Lanos motor car equipped with a modern brake actuator (according to the manufacturer's testing protocol №058.BSI 2010).
Since at the initial deceleration speed of less than 80 km/h the values of fixed parameters of Lanos vehicles, equipped with an existing and advanced brake actuator, revealed the least difference (up to 6 %), then the latter in Table 1 and Table 2 are conditionally not shown. Note. In the top line there is indicated the deceleration m/s 2 , in the bottom line -the braking distance, m. Analysis of outcomes of road (Table. 1) and theoretical (Table. 2) investigations show that with the growth of the initial braking speed for Lanos cars equipped with an advanced hydraulic brake actuator [16] there are implemented large deceleration and the corresponding lower values of braking distances for both weighting states.
The results of road tests were determined according to [18].
Thus, the value of the average steady deceleration for Lanos passenger cars, braking on dry asphalt concrete at the initial speed that varies from 80 km/h to 150 km/h constitutes (Table 1) As a result of theoretical studies (Table 2) there were determined the values of deceleration and braking distances obtained for the Lanos car: -by classical dependencies [4,5] (with an existing brake actuator) where  -coefficient of adhesion; T1 T2 , P Pthe braking force applied to the front and rear axle, respectively; a m -weight of the vehicle; 0  -the initial vehicle deceleration speed; -According to the obtained dependencies [19] (with an improved brake actuator) where z -drag coefficient; 0 K = 0,35 kg/m 3streamlining factor of the Lanos car body; w Ffrontal drag area of the vehicle; z  =0,1 -share of the lifting component in the drag force; i Jmoment of inertia of rotating masses; k r -rolling radius of the wheel.
As the analysis of calculated values of braking parameters of the Lanos vehicle equipped with an improved hydraulic brake actuator shows (Table. 2) when the initial braking velocity changes within 80-150 km/hour, the theoretical value of steady deceleration is: -curb weight 8,19-9,02 m/s 2 ; -complete load 8,06-9,13 m/s 2 . At the same time the estimated value of the braking distance of the Lanos car is: -curb weight 30,91-97,5 m; -complete load 36,14-99,5 m.
Relatively lesser values of deceleration magnitudes at emergency braking of the Lanos car, obtained during experimental studies, take place in connection with a decrease in the coefficient of wheels friction with the road surface [10], which is caused by an increase in the initial braking speed and the normal load on the wheels of the rear axle. However, this issue requires further research.
Comparative analysis of theoretical braking parameters (Table. 2) of the Lanos car, equipped with an improved and existing hydraulic brake actuator, shows that under emergency braking on a dry asphalt road covered with an increase of the initial braking speed of 80-150 km/h: -at curb weight the steady deceleration is increased by 15 %, while the braking distance is reduced by 12 %; -at the complete weight the steady deceleration increases by 24 %, thus the limiting stopping distance is reduced by 16 %.
Consequently, despite the change in the coefficient of friction during emergency braking, consideration of the effect of aerodynamic resistance of the vehicle leads to improved braking characteristics.
Based on the results of road tests of Lanos cars equipped with an existing hydraulic brake actuator (Table. 3), it can be stated that vehicles with a basic configuration (without ABS) at partial loading on a dry asphalt road surface at the initial speed of 100 km/h, according to the factory test data, have a braking distance of 48,2 m with a steady deceleration of 6,2 m/s 2 At the same time according to the road test conducted (Table 3) for the same vehicle, equipped with an improved hydraulic brake actuator, the maximum braking distance is 42,9 meters, which is 11% less than for Lanos cars with a basic configuration at steady deceleration of 7,35 m/s 2 . Note. In the top line there is indicated deceleration in m/s 2 , in the bottom line -the braking distance, m.
As a result, the above-said theoretically and practically confirms the opportunity to improve the efficiency of potential passenger cars with any degree of loading and under any operating conditions equipped with an improved hydraulic brake actuator [16], which allows implementing the specific vehicle braking force more fully.

Conclusions
Based on comparative analysis of road studies and theoretical data, it was revealed that at initial braking speed up to 80 km/h the values of limit braking distance of Lanos cars differ insignificantly (up 6 %). This is due to the fact that in case of emergency braking of passenger cars with the streamlining car body factor of K o = 0,35 kg/m 3 , at braking speed below 80 km/h the strength of the aerodynamic air flow resistance does not have a noticeable effect.
Comparative analysis of theoretical parameters of emergency braking shows that the considered passenger vehicles equipped with an advanced hydraulic brake actuator, when performing emergency braking on dry asphalt concrete with an initial speed varying from 80 to 150 km/h: а) at partial loading steady deceleration increases by 15 %, thus the limiting stopping distance is reduced by 12 %; b) at complete load steady deceleration increases to 24 % and the limiting stopping distance is reduced by 16 %.
According to the road research the limiting stopping distance for the Lanos car, equipped with an improved hydraulic brake actuator, with partial load at the initial braking speed of 100 km/h is 42,9 m, which is 11% less than for the Lanos car of basic version.
At the same time the implemented minimum deceleration speed is 7,35 m/s 2 , which meets the requirements of the national standard regulating the value of implemented deceleration no less than 7 m/s 2 .
The results of theoretical and experimental studies confirm the potential opportunity for increasing the efficiency of cars with any degree of loading by advanced hydraulic brake actuator equipment [16], which allows implementing the specific vehicle braking force in all operating conditions more fully.

Introduction
Over the past decade in the automotive industry there is a breakthrough in the development of electronic control systems that allow the introduction new technology, are knitted with the management and control of the vehicle and its systems work. Modern diagnostic systems actually generate information in the form of numerical values of diagnostic parameters without specifying the problems that are identified through the analysis of these parameters, an expert who conducts diagnosis that requires appropriate training of specialists, and is associat-ed with relatively high labor content and the economic value of the diagnostic work.

Analysis of publications
Evaluation of technical condition of vehicles is a priority that requires use of specialized decision support systems (DSS). Existing methods of diagnosis do not cover the whole range of external influences which vehicles are exposed during operation. The complexity of solving this problem is caused by a weak formalization of information about the failure, which are describing the nature, the lack of systematic information about the nature and changes in external factors, a large number of monitored parameters and relationships between them, and the lack of statistical data on the operation of the vehicle.
In this regard, only professionals with extensive experience in the diagnosis of specific vehicles, can made a decision on a particular failure is usually finding a solution «by analogy» with pre-failure or malfunction, adapting previously decided in current situation.
So promising is the solution to the problem of diagnostics of vehicles by creating DSS that simulates human reasoning based on the efficient use of existing experience, presented in the form of use cases [1]. This system allows you to summarize information, to adapt to its changes, to communicate with the user in a natural language, decision-making under conditions of incomplete, unreliable and contradictory information.
Availability reasoning mechanism based on precedents in expert diagnosis system allows timely and better quality to carry out diagnostics of vehicles and makes it possible to take appropriate and cost-effective solutions in order to normalize the problem situation [2].
With the emergence of intelligent systems (IS) for different purposes, and the transfer of the center of gravity on the model and knowledge representation and processing methods significantly changing the apparatus of formal considerations, combining a means of reliable and plausible conclusions [3]. Mechanisms of plausible reasoning in IS decision support systems (ISDSS) for monitoring and control of complex objects and processes of different nature, allows for rapid diagnosis of the problem situation and helps decision-makers to choose a suitable alter-native of the possible alternatives when making critical decisions.

Purpose and problem statement
Purpose of work -solution to the problem of intellectualization of transport monitoring processes through the use of decision support systems for the diagnostics of technical condition of vehicles on the basis of precedents.

Using a precedent for monitoring vehicles
In most encyclopedic sources precedent (from the Latin «praecedentis» -provisional) is defined as a case that occurred before and that exemplifies or justification for future cases of this kind [2]. The conclusion on the basis of precedents (CBR -Case-Based Reasoning) is an approach that can solve new, unknown problem using or adapting solutions are already known problem that is already using the experience to solve such problems.
An approach based on precedents arising in the development of research in the development of expert systems (knowledge-based). Expert systems were first generation systems based on rules (type of production), which involved a rather well-formalized problems. To solve such problems or methods used reliably concluded that based on the initial data in accordance with the existing set of rules in the system formed opinion on current issues or methods of plausible inference in cases of uncertainty probabilistic nature (bayesovskyy method, based on subjective probabilities, etc. p.).
Unfortunately, most practical tasks aimed at open and dynamic subject areas are poorly formalized, and uncertainty can have probabilistic nature. When seeking a solution of such problems is necessary to use methods of plausible inference that allow us to find some decision (which may not be optimal) solution. One approach is based on the fact that a person (expert, the person who makes the decision (PMD)) typical of the first stage of finding a solution to new (unknown) problem, try the decisions taken earlier in these cases, and if necessary adapt them to the problem (the current problematic situation). This approach using experience formed the basis of considerations modeling techniques based on precedents.
The basis for the development of this approach and corresponding CBR-systems was the work of R. Schank and R. Abelson [4], which involves problems of memory and knowledge representation. In this paper the present knowledge of problematic situations in the form of so-called stereotypical scripts or scripting events to implement search solutions, forecasting and training. In the early 80 s R. Schank and his research group at Yale University continue research related to the dynamic memory model and models for reasoning based on precedents, which was realized in the first J. Kolodner CBR-system CYRUS [5,6]. Further, these ideas have given rise to the creation of other CBR-systems such as MEDIATOR, CHEF, etc.
Methods for reasons based on precedents have been actively used in areas such as medical diagnostics, law, monitoring and diagnostics of technical systems, search for solutions to problem situations, etc. This approach is the basis of machine learning and provides opportunities for the formation of corporate memory.
Typically, the process of withdrawal based on precedents includes four main stages that form the so-called cycle considerations based on case law or CBR-cycle [1], the structure of which is shown in Fig. 1 − the method of extraction of precedents on the basis of knowledge (as opposed to the previous method allows to take into account the knowledge of experts (PMD) for a particular domain (coefficients of importance parameters, identifying dependencies, etc.) for withdrawal of cases. The method implements an approach based on indexing precedents special. way (semantic indexing) When determining the precedents taken into account the importance of precedents option is the expert or decision-makers, and other information that allows you to take into account the knowledge of the particular subject area).

Fig. 1. CBR-cycle
The benefits of reasons based on precedents include: − the ability to directly use the experience of the system without intensive involvement of an expert in a particular subject area; − the possibility of reducing the search time decisions through the use of existing solutions to this problem; − the possibility of excluding re getting erroneous decision; − no need for in-depth study and use all available domain knowledge, as can be limited to considering only the essential features of the subject area; − may use heuristics that increase the efficiency of finding a solution.
The main purpose of using precedents within the vehicle is ready to issue decisions operator (PMD) for the current situation on the basis of precedents that have occurred in the past in the data management or similar object (system).

Methods of extracting and presenting precedents
In the first stage CBR-cycle -extraction of precedents -is performed to determine the degree of similarity of the current situation with the precedents of LP and their subsequent withdrawal in order to solve this new problem situation. For successful implementation of the arguments based on the case law is necessary to ensure the correct removal of precedents with LP.
The choice of method of receipt precedents directly related to the process of presentation of precedents and thus LP organization. LP may be included in the base system of intellectual knowledge, but can also act as a separate component of the system. Structure LP significantly affects various system operation parameters, and in particular, search and retrieval time precedents. There are different ways of presenting and storing precedents -from simple (linear) to complex hierarchical. Precedent in general can include the following components [1]: − description of the problem (the problem); − the solution of problem (diagnosis of the problem situation and recommendations PMD) − result (or forecast) application solutions.
The result can include a list of actions taken, additional comments and links to other precedents. The precedent may have both positive and negative results of application solutions, in some cases, can be driven justify the selection of the proposed solutions and alternatives. The main ways of presenting precedents can be divided into the following groups: − parametric; − object-oriented; − special (as trees, graphs, logical formulas, etc.).
In most cases, to represent precedents rather simple parametric representation, that is the representation of a precedent in the form of a set of parameters to specific values and the decision (diagnosis and recommendations PMD) where x 1 , ..., x n -the parameters of the situation, describing the precedent; x 1 ∈ X 1 ..., x n ∈X n , nnumber of parameters precedent; X 1 , ..., X n -the tolerance values of the corresponding parameters; R -diagnosis and recommendations of the decision maker.
There are the following methods for the extraction of precedents and their modifications: − the method of the nearest neighbor (NN -Nearest Neighbor). (The most used method of comparison and extraction precedents It allows easy enough to calculate the degree of similarity of the current problematic situation and precedents with LP to determine the degree of similarity on the set of parameters used to describe the use case and the current situation, introduced a metric. Further, in accordance with the selected metric is determined by the distance from the target point corresponding to the current problematic situation, to the point representing precedents with LP, and the closest point to the selected destination); − the method of extraction of precedents on the basis of decision trees (based on finding the necessary precedent by addressing the tree tops solutions. Each node of the tree indicates which of its branches should be carried further search solutions. The choice of branches is based on information about the current problematic situation. It is necessary to reach the final the top of which corresponds to one or more of the precedent); − the method of extraction of precedent with regard to their applicability (in most systems, using reasoning mechanisms based on precedents, it is assumed that the most similar to the current problematic situation precedents and the most applicable in this situation. However, this is not always the case. At the core, based on extraction methods the applicability of precedent is the fact that the extraction of precedents based not only on their similarity to the current problematic situation, but also on how well the desired results for the model they represent).
Of the four methods discussed, the most common method is nearest neighbor. The method is based on a specific method for measuring the degree of similarity (closeness) and the precedent of the current problematic situation. Of course, the effectiveness of the method of the nearest neighbor is largely dependent on the choice of the metric.
Selecting appropriate metrics creative and very time-consuming task, the successful solution of which depends the effectiveness of the search and retrieval of cases. In each case, the choice is performed in different ways, depending on the user's objectives (PMD), and the physical nature of the statistical information used in the management of complex objects and other constraints and factors influencing the process of finding solutions. In some methods, the selection of appropriate metrics is achieved by using special algorithms convert attributes of the original space, in others -expert (PMD) itself defines a metric based on their own knowledge of the subject area or the experimental data.

Implementation mechanisms of reasoning based on precedents
Let's consider a software implementation of mechanisms to find a solution on the basis of precedents in ISDSS. The generalized architecture software tool (the system) to find a solution based on precedents -Constructor LP (CLP) is shown in Fig. 2. The main components of the CLP, reflecting its functional capabilities are: − current situation analysis unit on the vehicle, for the pretreatment of object state information (sensor data management system controllers, operative LP, PMD, etc.); − LP tuner, provides the opportunity to work for LP expert (formation of LP structure, load LP, saving LP, etc.); − the block to find a solution that implements the mechanisms of plausible reasoning based on precedents (precedents for implementing the withdrawal of the problem situation); − block delivery of results, outputs results (diagnoses and recommendations) to the user (PMD) to the problem situation based on existing case law indicating the degree of similarity of these precedents to the current situation; − LP with precedents that have already taken place in the management of the object and its sub-systems, or to ask experts on the basis of his own experience; − interface with users (experts and PMD), the vehicle and the environment.
The tool CLP is used in the prototype ISDSS to meet the challenges of expert diagnosis and surgical management of complex objects. Under a complex object, it refers to an object that has a complex architecture with a variety of relationships with a large number of controlled and managed parameters and small time of the adoption of the control actions. A typical example of such an object is the vehicle (car). As a rule, complex objects decomposition on technological subsystem (in a car it is a technological subsystems of his system: fuel system, ignition system, cooling system, brake system, etc.) and can be operated in different modes.
To describe a complex object and its subsystems using a plurality of parameters of analog, digital, and digital. Condition of object is characterized by a set of values of these parameters. In the operational mode parameters read from the sensors to control the entire object is made by the system controller to time interval through which you need to give the PMD (operator) for a specific diagnosis of the situation and make a recommendation about the necessity of a control action or sequence of actions. Diagnosing and identifying the control actions carried out on the basis of expertise, production schedules and operating instructions [9]. As a general rule, to solve this problem solver used, functioning on the basis of the rules of production type.
In the event of abnormal (freelance) situations at the facility there is the need for methods of plausible reasoning, in particular, methods of search solutions based on precedent.
CLP is used to create a LP [10], since the formation of precedents structures, their savings, checking for new precedents for the presence of contradictions (counter examples), further testing LP using the methods of searching for a solution based on precedents (the selection coefficient values the importance of object parameters, determining the source (initial) values of the degree of similarity is adequate metrics for the domain precedent extraction, etc.) and finishing LP retaining it for further use in the operational mode ISDSS functioning.

Conclusions
In the course of the study it was found that on the basis of precedents diagnostics allows us to solve not fully formalized vehicle diagnostic tasks, simplify the acquisition of knowledge from experts to reduce the search time solutions and implement self. The proposed architecture software system CLP diagnosis of vehicle. The main components, which reflect its functionality, there are precedents base unit settings, and obtain precedents. Application ISDSS reduces the traffic load on PMD in decision-making, reducing the influence of the subjective factors in the analysis of the current situation, reducing the time needed for a decision.