Fig. 1.
Fig. 2.
Fig. 3.
Fig. 4.
Fig. 5.
Fig. 6.
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)](https://sciendo-parsed.s3.eu-central-1.amazonaws.com/694828ee7c29e05adc524c36/j_ama-2025-0077_fig_007.jpg?X-Amz-Algorithm=AWS4-HMAC-SHA256&X-Amz-Content-Sha256=UNSIGNED-PAYLOAD&X-Amz-Credential=ASIA6AP2G7AKMJR6GLTO%2F20251221%2Feu-central-1%2Fs3%2Faws4_request&X-Amz-Date=20251221T224413Z&X-Amz-Expires=3600&X-Amz-Security-Token=IQoJb3JpZ2luX2VjEB0aDGV1LWNlbnRyYWwtMSJIMEYCIQCyd7L0wNdYN1Mko1FO%2FYSkmixRp3AhYgJxhTYhVzjN8QIhAL6pxite7MLtNwsQw%2Be0pcEOyNGY%2F%2BXDNLbXRT6kizw%2FKsUFCOb%2F%2F%2F%2F%2F%2F%2F%2F%2F%2FwEQAhoMOTYzMTM0Mjg5OTQwIgxhsyChQTna5KjofRUqmQWg%2Fok9GYUkCwHkKGjHuS9X4BEk7aOsCIK0uoG6aOOtIOdI1OgH5dKTVYL4nCxn2gwXF%2FYV7iRs%2BfdpCfNfn%2F2OtdVLK7dc7AtBF4qrKWwyeRBCp1a4DRhpXPHOeNAGeVtVA8Dz41VsoEL%2FeW%2BpuF6dXTbvSdis7W3K9%2Bj0S%2F0XvFKGG5Lm7T1iCz3Lzae6mlF2cc2%2FUWZuXpWSlqknN3bzMHUfGyUL2saV0hIXS5M6I7O0RR0MvcmDucA5rIWrWCBkCxjhSYygR7O72sMiqh6Ii7yZ%2Bdo%2Fa51yWlzZXQcSD19Cpk2bFO3dLXRR1xzdSF%2F%2FxfYewiqfxOqbvAZLS5a8k%2FPLtLbRy%2FBl5nFvr8v%2FQCMqU1kSQkPABOxbiSV2Wx2GwYLMJcI3whX7zCv2bMPADaB2HwsUa4zBrVdyHN4VFJFwejVGh0l%2B%2F%2BYPAHIseTYBs1exdTUgKD%2FgxuSAil0IMTdlWPKesRSLgxstNtaWGaLbdseKIxNYFTMCVai6nI9NKKNpDjdTqvcKDIBM3U9WBKPlQ8uonsM1dInepL0sI3l%2Fy6xf6g9AjelCSAzAh6WbtdnXBTVrZ16q74ShEYvOq6%2F6OqiKbhTX7spQoc%2F%2FBQng5iYezq28YRkiu1%2FqYJw%2FkfOkj67%2B18Z%2BkOWkgiTtDxXaGv2cgdj3RS3R5Rc59%2BsDaHDMn4PEUtju8%2BE1GXLvw02q83%2BZiNV%2BW%2BUZ7s%2BokKHngM2NhloqJ%2BY8Vs7TMHTopMOolRrj%2FSdit2tTRH337iRfeEYhutgEvZ5IUmxwCJbnoQhuAswHKc6PVXAZX95Kb0YpkpPmu0nJt1DB5qeAdynM2lrCPZXnZPKussq0Ja6xgYv0kmFMQ0bJs8paGSnovSnmTQk4mDCmuKHKBjqwAeOgCd5DDEr7eVCLDsnu5%2FoIEGEVuvXpST70yL7PfZbWdp9FUuMuzO1B%2FCKCl9ffAbHCL889UsaxmbKSHtO8tPyrfzbXAn3gC4xy%2Fg5bb50QsKsKH8sjLRWCJpk%2BXFSb9D0lRP%2FTzcL4IfhyWvGYQC9JzkTTtGeT3DABOWOCbYB2LoO8mx92Rkvb2%2B%2FUkjcvfpDy6HrIxfpXJwLAnFTVQEii8VL%2FwbIDmr20heDkWGo%2B&X-Amz-Signature=f0e8700860aa5220b266aa47dc4fcedba0472bbb526680e1f5520183e838a33a&X-Amz-SignedHeaders=host&x-amz-checksum-mode=ENABLED&x-id=GetObject)
Fig. 8.
Fig. 9.
Fig. 10.
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]](https://sciendo-parsed.s3.eu-central-1.amazonaws.com/694828ee7c29e05adc524c36/j_ama-2025-0077_fig_011.jpg?X-Amz-Algorithm=AWS4-HMAC-SHA256&X-Amz-Content-Sha256=UNSIGNED-PAYLOAD&X-Amz-Credential=ASIA6AP2G7AKMJR6GLTO%2F20251221%2Feu-central-1%2Fs3%2Faws4_request&X-Amz-Date=20251221T224413Z&X-Amz-Expires=3600&X-Amz-Security-Token=IQoJb3JpZ2luX2VjEB0aDGV1LWNlbnRyYWwtMSJIMEYCIQCyd7L0wNdYN1Mko1FO%2FYSkmixRp3AhYgJxhTYhVzjN8QIhAL6pxite7MLtNwsQw%2Be0pcEOyNGY%2F%2BXDNLbXRT6kizw%2FKsUFCOb%2F%2F%2F%2F%2F%2F%2F%2F%2F%2FwEQAhoMOTYzMTM0Mjg5OTQwIgxhsyChQTna5KjofRUqmQWg%2Fok9GYUkCwHkKGjHuS9X4BEk7aOsCIK0uoG6aOOtIOdI1OgH5dKTVYL4nCxn2gwXF%2FYV7iRs%2BfdpCfNfn%2F2OtdVLK7dc7AtBF4qrKWwyeRBCp1a4DRhpXPHOeNAGeVtVA8Dz41VsoEL%2FeW%2BpuF6dXTbvSdis7W3K9%2Bj0S%2F0XvFKGG5Lm7T1iCz3Lzae6mlF2cc2%2FUWZuXpWSlqknN3bzMHUfGyUL2saV0hIXS5M6I7O0RR0MvcmDucA5rIWrWCBkCxjhSYygR7O72sMiqh6Ii7yZ%2Bdo%2Fa51yWlzZXQcSD19Cpk2bFO3dLXRR1xzdSF%2F%2FxfYewiqfxOqbvAZLS5a8k%2FPLtLbRy%2FBl5nFvr8v%2FQCMqU1kSQkPABOxbiSV2Wx2GwYLMJcI3whX7zCv2bMPADaB2HwsUa4zBrVdyHN4VFJFwejVGh0l%2B%2F%2BYPAHIseTYBs1exdTUgKD%2FgxuSAil0IMTdlWPKesRSLgxstNtaWGaLbdseKIxNYFTMCVai6nI9NKKNpDjdTqvcKDIBM3U9WBKPlQ8uonsM1dInepL0sI3l%2Fy6xf6g9AjelCSAzAh6WbtdnXBTVrZ16q74ShEYvOq6%2F6OqiKbhTX7spQoc%2F%2FBQng5iYezq28YRkiu1%2FqYJw%2FkfOkj67%2B18Z%2BkOWkgiTtDxXaGv2cgdj3RS3R5Rc59%2BsDaHDMn4PEUtju8%2BE1GXLvw02q83%2BZiNV%2BW%2BUZ7s%2BokKHngM2NhloqJ%2BY8Vs7TMHTopMOolRrj%2FSdit2tTRH337iRfeEYhutgEvZ5IUmxwCJbnoQhuAswHKc6PVXAZX95Kb0YpkpPmu0nJt1DB5qeAdynM2lrCPZXnZPKussq0Ja6xgYv0kmFMQ0bJs8paGSnovSnmTQk4mDCmuKHKBjqwAeOgCd5DDEr7eVCLDsnu5%2FoIEGEVuvXpST70yL7PfZbWdp9FUuMuzO1B%2FCKCl9ffAbHCL889UsaxmbKSHtO8tPyrfzbXAn3gC4xy%2Fg5bb50QsKsKH8sjLRWCJpk%2BXFSb9D0lRP%2FTzcL4IfhyWvGYQC9JzkTTtGeT3DABOWOCbYB2LoO8mx92Rkvb2%2B%2FUkjcvfpDy6HrIxfpXJwLAnFTVQEii8VL%2FwbIDmr20heDkWGo%2B&X-Amz-Signature=30d5a5f3534e95f70e0044ae1989d3d4f62fecae61eb7c4142628221d92604c4&X-Amz-SignedHeaders=host&x-amz-checksum-mode=ENABLED&x-id=GetObject)
Fig. 12.
Fig. 13.
Fig. 14.
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]](https://sciendo-parsed.s3.eu-central-1.amazonaws.com/694828ee7c29e05adc524c36/j_ama-2025-0077_fig_015.jpg?X-Amz-Algorithm=AWS4-HMAC-SHA256&X-Amz-Content-Sha256=UNSIGNED-PAYLOAD&X-Amz-Credential=ASIA6AP2G7AKMJR6GLTO%2F20251221%2Feu-central-1%2Fs3%2Faws4_request&X-Amz-Date=20251221T224413Z&X-Amz-Expires=3600&X-Amz-Security-Token=IQoJb3JpZ2luX2VjEB0aDGV1LWNlbnRyYWwtMSJIMEYCIQCyd7L0wNdYN1Mko1FO%2FYSkmixRp3AhYgJxhTYhVzjN8QIhAL6pxite7MLtNwsQw%2Be0pcEOyNGY%2F%2BXDNLbXRT6kizw%2FKsUFCOb%2F%2F%2F%2F%2F%2F%2F%2F%2F%2FwEQAhoMOTYzMTM0Mjg5OTQwIgxhsyChQTna5KjofRUqmQWg%2Fok9GYUkCwHkKGjHuS9X4BEk7aOsCIK0uoG6aOOtIOdI1OgH5dKTVYL4nCxn2gwXF%2FYV7iRs%2BfdpCfNfn%2F2OtdVLK7dc7AtBF4qrKWwyeRBCp1a4DRhpXPHOeNAGeVtVA8Dz41VsoEL%2FeW%2BpuF6dXTbvSdis7W3K9%2Bj0S%2F0XvFKGG5Lm7T1iCz3Lzae6mlF2cc2%2FUWZuXpWSlqknN3bzMHUfGyUL2saV0hIXS5M6I7O0RR0MvcmDucA5rIWrWCBkCxjhSYygR7O72sMiqh6Ii7yZ%2Bdo%2Fa51yWlzZXQcSD19Cpk2bFO3dLXRR1xzdSF%2F%2FxfYewiqfxOqbvAZLS5a8k%2FPLtLbRy%2FBl5nFvr8v%2FQCMqU1kSQkPABOxbiSV2Wx2GwYLMJcI3whX7zCv2bMPADaB2HwsUa4zBrVdyHN4VFJFwejVGh0l%2B%2F%2BYPAHIseTYBs1exdTUgKD%2FgxuSAil0IMTdlWPKesRSLgxstNtaWGaLbdseKIxNYFTMCVai6nI9NKKNpDjdTqvcKDIBM3U9WBKPlQ8uonsM1dInepL0sI3l%2Fy6xf6g9AjelCSAzAh6WbtdnXBTVrZ16q74ShEYvOq6%2F6OqiKbhTX7spQoc%2F%2FBQng5iYezq28YRkiu1%2FqYJw%2FkfOkj67%2B18Z%2BkOWkgiTtDxXaGv2cgdj3RS3R5Rc59%2BsDaHDMn4PEUtju8%2BE1GXLvw02q83%2BZiNV%2BW%2BUZ7s%2BokKHngM2NhloqJ%2BY8Vs7TMHTopMOolRrj%2FSdit2tTRH337iRfeEYhutgEvZ5IUmxwCJbnoQhuAswHKc6PVXAZX95Kb0YpkpPmu0nJt1DB5qeAdynM2lrCPZXnZPKussq0Ja6xgYv0kmFMQ0bJs8paGSnovSnmTQk4mDCmuKHKBjqwAeOgCd5DDEr7eVCLDsnu5%2FoIEGEVuvXpST70yL7PfZbWdp9FUuMuzO1B%2FCKCl9ffAbHCL889UsaxmbKSHtO8tPyrfzbXAn3gC4xy%2Fg5bb50QsKsKH8sjLRWCJpk%2BXFSb9D0lRP%2FTzcL4IfhyWvGYQC9JzkTTtGeT3DABOWOCbYB2LoO8mx92Rkvb2%2B%2FUkjcvfpDy6HrIxfpXJwLAnFTVQEii8VL%2FwbIDmr20heDkWGo%2B&X-Amz-Signature=0460b759059e7f36a7c69fea5731723802b763de30fadf2007d479a4c3c12ce3&X-Amz-SignedHeaders=host&x-amz-checksum-mode=ENABLED&x-id=GetObject)
Fig. 16.
Fig. 17.
Fig. 18.
Fig. 19.
Fig. 20.
Fig. 21.
Fig. 22.
Summary of the maximum and minimum reactions in the wheelrail contact for various conditions of the wagon motion simulation
| Straight track | Curved track | ||
|---|---|---|---|
| Speed V [km/h] | 100 | 100 | 120 |
| Reaction of the front right wheel – RPPmax[kN] | 163.8 | 264 | 283 |
| Reaction of the front right wheel – RPPmin [kN] | 138.2 | -4 | -6 |
| Reaction of the rear left wheel – RTLmax[kN] | 119 | 217.9 | 308 |
| Reaction of the rear left wheel - RTLmin [kN] | 87.4 | ~0 | 10 |
Summary of parameters describing the wagon’s natural vibrations
| WAGON WITHOUT SEMI-TRAILER | WAGON WITH SEMI-TRAILER AND LOAD | |||
|---|---|---|---|---|
| DAMPING | Cmin | Cmax | Cmin | Cmax |
| Vibration period – T | 0.2 s | 0.116 s | 0.232 s | 0.172 s |
| Vibration frequency – ϑ | 5 Hz | 8.6 Hz | 4.3 Hz | 5.8 Hz |
| Amplitude after releasing vibrations – Amax | 3.5 mm | 2.8 mm | 1.5 mm | 2.7 mm |
| Logarithmic damping decrement – δ | 0.07 | 1.5 | 0.51 | 1.69 |