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Numerical Tests of the Influence of Railway Bogie Suspension on the Wagon Motion Parameters Cover

Numerical Tests of the Influence of Railway Bogie Suspension on the Wagon Motion Parameters

Acta Mechanica et Automatica
Volume 19 (2025): Issue 4 (December 2025)
By: Wiesław KRASOŃ,  Grzegorz SŁAWIŃSKI and  Daniel DOBROWOLSKI  
Open Access
|Dec 2025

Figures & Tables

Fig. 1.

Prototype structure of the intermodal wagon with the rotating loading platform: 1 – standard Y25 bogies, 2 – wagon frame with the body – rotating platform in the lowered part
Prototype structure of the intermodal wagon with the rotating loading platform: 1 – standard Y25 bogies, 2 – wagon frame with the body – rotating platform in the lowered part

Fig. 2.

Oblique view of the overbogie part of the intermodal wagon: 3 – wagon frame, 4 – typical fifth wheel for securing semi-trailers, 5 – axle suspension stage of the bogie, 6 – bogie frame
Oblique view of the overbogie part of the intermodal wagon: 3 – wagon frame, 4 – typical fifth wheel for securing semi-trailers, 5 – axle suspension stage of the bogie, 6 – bogie frame

Fig. 3.

Side view of the overbogie part of the intermodal wagon with equipment: 7 – support mechanism, 8 – side connector, 9 – gear rotating mechanism of the loading platform with drive elements, 10 – classic Y25 bogie suspension stage
Side view of the overbogie part of the intermodal wagon with equipment: 7 – support mechanism, 8 – side connector, 9 – gear rotating mechanism of the loading platform with drive elements, 10 – classic Y25 bogie suspension stage

Fig. 4.

Stage I of loading – entry of the wagon onto the railway platform adapted for loading semi-trailers, positioning the tractor in the loading area and preparing the wagon for the rotation of the loading platform
Stage I of loading – entry of the wagon onto the railway platform adapted for loading semi-trailers, positioning the tractor in the loading area and preparing the wagon for the rotation of the loading platform

Fig. 5.

Stage II of loading – rotation of the platform, entry of the tractor with the semi-trailer, detachment and exit of the tractor itself and then re-rotation of the wagon’s loading platform to the transport position
Stage II of loading – rotation of the platform, entry of the tractor with the semi-trailer, detachment and exit of the tractor itself and then re-rotation of the wagon’s loading platform to the transport position

Fig. 6.

Stage III of loading – preparation of the wagon with the load for rail transport
Stage III of loading – preparation of the wagon with the load for rail transport

Fig. 7.

Y25 railway bogie [own development], 1 – frame, 2 – bogie axle, 3 – pivot pin, 4 – suspension (springs, friction dampers), 5 – side slides (mechanical vibration damper)
Y25 railway bogie [own development], 1 – frame, 2 – bogie axle, 3 – pivot pin, 4 – suspension (springs, friction dampers), 5 – side slides (mechanical vibration damper)

Fig. 8.

Model of the Y25 bogie and the outline of the rail profile in cross-section
Model of the Y25 bogie and the outline of the rail profile in cross-section

Fig. 9.

View of the model on the curved track
View of the model on the curved track

Fig. 10.

A force impulse in the wagon frame pin causing vibrations. Force vs. time graph
A force impulse in the wagon frame pin causing vibrations. Force vs. time graph

Fig. 11.

The influence of damping changes on the vibrations of the front bogie caused by the force impulse on the wagon with the semi-trailer. Graphs of vertical displacement as a function of time for two different damping values with marked vibration periods for suspension with different damping variants Cmin = 170 [N·s/mm] and Cmax = 17000 [N·s/mm]
The influence of damping changes on the vibrations of the front bogie caused by the force impulse on the wagon with the semi-trailer. Graphs of vertical displacement as a function of time for two different damping values with marked vibration periods for suspension with different damping variants Cmin = 170 [N·s/mm] and Cmax = 17000 [N·s/mm]

Fig. 12.

The influence of damping changes on the vibrations of the rear bogie caused by the force impulse on the wagon with the semi-trailer. Graphs of vertical displacement as a function of time for two extreme damping values Cmin and Cmax
The influence of damping changes on the vibrations of the rear bogie caused by the force impulse on the wagon with the semi-trailer. Graphs of vertical displacement as a function of time for two extreme damping values Cmin and Cmax

Fig. 13.

The influence of damping changes on the vibrations of the front bogie caused by the force impulse on the wagon without the load/semi-trailer. Graphs of vertical displacement as a function of time for two extreme damping values Cmin and Cmax
The influence of damping changes on the vibrations of the front bogie caused by the force impulse on the wagon without the load/semi-trailer. Graphs of vertical displacement as a function of time for two extreme damping values Cmin and Cmax

Fig. 14.

The influence of damping changes on the vibrations of the rear bogie caused by the force impulse on the wagon without the load/semi-trailer. Graphs of vertical displacement as a function of time for two extreme damping values Cmin and Cmax
The influence of damping changes on the vibrations of the rear bogie caused by the force impulse on the wagon without the load/semi-trailer. Graphs of vertical displacement as a function of time for two extreme damping values Cmin and Cmax

Fig. 15.

The influence of damping changes on the vibrations of the front bogie caused by the force impulse on the wagon with the semi-trailer. Graphs of vertical displacement as a function of time for two different damping values with marked amplitudes for calculating the logarithmic vibration damping decrement for suspensions with different damping variants Cmin = 170 [N·s/mm] and Cmax = 17000 [N·s/mm]
The influence of damping changes on the vibrations of the front bogie caused by the force impulse on the wagon with the semi-trailer. Graphs of vertical displacement as a function of time for two different damping values with marked amplitudes for calculating the logarithmic vibration damping decrement for suspensions with different damping variants Cmin = 170 [N·s/mm] and Cmax = 17000 [N·s/mm]

Fig. 16.

Graphs of changes in the contact force between the front right wheel and the rail as a function of time – V = 100 km/h, RPP – force on the front right wheel
Graphs of changes in the contact force between the front right wheel and the rail as a function of time – V = 100 km/h, RPP – force on the front right wheel

Fig. 17.

Graphs of changes in the contact force between the rear left wheel and the rail as a function of time – V = 100 km/h, RTL – force on the rear left wheel
Graphs of changes in the contact force between the rear left wheel and the rail as a function of time – V = 100 km/h, RTL – force on the rear left wheel

Fig. 18.

Configuration and dimensions of the curved track; CL – curvature to the left, CR – curvature to the right, O – point of inflection of the curvature/change of direction of track curvature
Configuration and dimensions of the curved track; CL – curvature to the left, CR – curvature to the right, O – point of inflection of the curvature/change of direction of track curvature

Fig. 19.

The influence of the change in damping on the course of the contact force between the front right wheel and the rail in the movement variant at a speed of 100 km/h on the curved track
The influence of the change in damping on the course of the contact force between the front right wheel and the rail in the movement variant at a speed of 100 km/h on the curved track

Fig. 20.

The influence of the change in damping on the course of the contact force between the rear left wheel and the rail in the movement variant at a speed of 100 km/h on the curved track
The influence of the change in damping on the course of the contact force between the rear left wheel and the rail in the movement variant at a speed of 100 km/h on the curved track

Fig. 21.

The influence of the change in damping on the course of the contact force between the front right wheel and the rail in the movement variant at a speed of 120 km/h on the curved track
The influence of the change in damping on the course of the contact force between the front right wheel and the rail in the movement variant at a speed of 120 km/h on the curved track

Fig. 22.

The influence of the change in damping on the course of the contact force between the rear left wheel and the rail in the movement variant at a speed of 120 km/h on the curved track
The influence of the change in damping on the course of the contact force between the rear left wheel and the rail in the movement variant at a speed of 120 km/h on the curved track

Summary of the maximum and minimum reactions in the wheelrail contact for various conditions of the wagon motion simulation

Straight trackCurved track
Speed V [km/h]100100120
Reaction of the front right wheel – RPPmax[kN]163.8264283
Reaction of the front right wheel – RPPmin [kN]138.2-4-6
Reaction of the rear left wheel – RTLmax[kN]119217.9308
Reaction of the rear left wheel - RTLmin [kN]87.4~010

Summary of parameters describing the wagon’s natural vibrations

WAGON WITHOUT SEMI-TRAILERWAGON WITH SEMI-TRAILER AND LOAD
DAMPINGCminCmaxCminCmax
Vibration period – T0.2 s0.116 s0.232 s0.172 s
Vibration frequency – ϑ5 Hz8.6 Hz4.3 Hz5.8 Hz
Amplitude after releasing vibrations – Amax3.5 mm2.8 mm1.5 mm2.7 mm
Logarithmic damping decrement – δ0.071.50.511.69
DOI: https://doi.org/10.2478/ama-2025-0077 | Journal eISSN: 2300-5319 | Journal ISSN: 1898-4088
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Language: English
Page range: 683 - 694
Submitted on: May 16, 2025
|
Accepted on: Nov 17, 2025
|
Published on: Dec 19, 2025
Published by: Bialystok University of Technology
In partnership with: Paradigm Publishing Services
Publication frequency: 4 issues per year
Keywords:
special wagon for semi-trailer transport,
suspension of a freight wagon,
numerical tests,
multibody method (MBS),
damped free vibration tests,
analysis of dynamic motion parameters
Related subjects:
Engineering,
Electrical engineering,
Electronics,
Mechanical engineering,
Mechanics,
Bioengineering and biomedical engineering,
Biomechanics,
Civil engineering,
Environmental engineering

© 2025 Wiesław KRASOŃ, Grzegorz SŁAWIŃSKI, Daniel DOBROWOLSKI, published by Bialystok University of Technology
This work is licensed under the Creative Commons Attribution-NonCommercial-NoDerivatives 4.0 License.

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