applied
sciences
Article
Determination of the Vertical Load on the Carrying Structure of
a Flat Wagon with the 18–100 and Y25 Bogies
Oleksij Fomin 1 , Alyona Lovska 2 , Václav Píštěk 3






Citation: Fomin, O.; Lovska, A.;
Píštěk, V.; Kučera, P. Determination of
the Vertical Load on the Carrying
Structure of a Flat Wagon with the
18–100 and Y25 Bogies. Appl. Sci.
2021, 11, 4130. https://doi.org/
10.3390/app11094130
Academic Editor: María Isabel Lamas
Galdo
Received: 4 April 2021
Accepted: 28 April 2021
Published: 30 April 2021
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with regard to jurisdictional claims in
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iations.
Copyright: © 2021 by the authors.
Licensee MDPI, Basel, Switzerland.
This article is an open access article
distributed under the terms and
conditions of the Creative Commons
Attribution (CC BY) license (https://
creativecommons.org/licenses/by/
4.0/).
Appl. Sci. 2021, 11, 4130. https://doi.org/10.3390/app11094130
and Pavel Kučera 3, *
1 Department of Cars and Carriage Facilities, State University of Infrastructure and Technologies, Kyrylivska
Str., 9, 04071 Kyiv, Ukraine; fomin_ov@gsuite.duit.edu.ua
2 Department of Wagons, Ukrainian State University of Railway Transport, Feuerbach sq., 7,
61050 Kharkiv, Ukraine; alyonalovskaya@kart.edu.ua
3 Institute of Automotive Engineering, Brno University of Technology, Technická 2896/2,
616 69 Brno, Czech Republic; pistek.v@fme.vutbr.cz
* Correspondence: kucera@fme.vutbr.cz; Tel.: +420-541-142-274
Featured Application: The data obtained during the study will be useful in the development and
construction of innovative rolling stock. The results of the work will also contribute to increasing
the efficiency of operation and safety of rolling stock by reducing their dynamic loading.
Abstract: The study deals with determination of the vertical load on the carrying structure of a flat
wagon on the 18–100 and Y25 bogies using mathematic modelling. The study was made for an empty
wagon passing over a joint irregularity. The authors calculated the carrying structure of a flat wagon
with the designed parameters and the actual features recorded during field tests. The mathematical
model was solved in MathCad software. The study found that application of the Y25 bogie for a
flat wagon with the designed parameters can decrease the dynamic load by 41.1% in comparison
to that with the 18–100 bogie. Therefore, application of the Y25 bogie under a flat wagon with the
actual parameters allows decreasing the dynamic loading by 41.4% in comparison to that with the
18–100 bogie. The study also looks at the service life of the supporting structure of a flat wagon with
the Y25 bogie, which can be more than twice as long as the 18–100 bogie. The research can be of
interest for specialists concerned with improvements in the dynamic characteristics and the fatigue
strength of freight cars, safe rail operation, freight security, and the results of the research can be used
for development of innovative wagon structures.
Keywords: transport mechanics; flat wagon; carrying structure; dynamic load; dynamics modelling;
service life
1. Introduction
The purchase of innovative freight wagons requires large capital investments. A
preliminary estimate has shown that renovating an existing rolling stock in terms of its
efficient operation is more cost-effective than purchasing new transport means. Therefore,
introduction of the measures aimed at decreasing loads on the railway vehicles under
operational modes is of primary importance.
As known, the dynamic loading, conditioned by a lot of factors, impact mostly the
strength and the operational life of the carrying structure of rail wagons and one of the most
important factors is the joint irregularity. The periodic dynamic loading transferring from
the bogie to the carrying structure results on fatigue behaviour. Therefore, for a purpose
of a longer service life of a rail wagon, it is of importance to research into the dynamic
loading on the carrying structure of a wagon for various types of bogie. The broad-gauge
lines mostly use the 18–100 bogie which has been in operation since 1950s. This bogie has
been modernized many times since then.
In addition, better dynamic characteristics of rail cars, provision of tensile strength and
fatigue strength, longer service life, freight security during transportation can be achieved
https://www.mdpi.com/journal/applsci
Appl. Sci. 2021, 11, 4130 2 of 14

through the research into the optimal design of gear parts under the new rail wagons with
a longer service life.
The narrow-gauge lines mostly use the Y25 bogie. This bogie has good operational
characteristics and at present it has several modifications. Therefore, it is important to
research the dynamic loading on the carrying structure of rail wagons with this bogie type
and analyze a possibility to use it as an alternative to the 18–100 bogie.

2. Analysis of Recent Research and Publications

The mechanical resistance of a rail vehicle and measures for its improvements are
studied in [1]. The research was made with the mathematic modelling. The results were
used for grounding the application of a semi-active bogie suspension.
The dynamic analysis for a wagon with modified bogies is presented in [2]. The
calculation was made for a Shimmns freight wagon in motion for the loaded and empty
states. However, these studies do not include determination of the dynamic loading on a
wagon with the actual parameters of the carrying elements and introduction of measures
for a decrease in the dynamic loads.
The structural analysis of a modified freight wagon is given in [3]. The problem was
solved by means of the finite element methods (FEM). The results of the calculation proved
the efficiency of the solutions taken.
The modelling properties of a wagon multi-wheel system and its dynamic properties
using computational modelling are described in [4]. This approach was made for a freight
wagon on the Y25 bogie. However, the authors did not study the impact of the Y25 bogie
on the dynamic load of the carrying structure.
The approach into an impact of a three-piece bogie suspension with two types of
friction wedges on the vertical load is presented in [5]. The characteristics of dynamic
response and comparison with various friction conditions for a friction wedge and the input
frequencies were given in the study. The measures for improvements of the rail strength
due to application of a new bogie are given in [6]. The authors also make suggestions
regarding the freight bogie development. They substantiated the application of the Y25L
in terms of the operational security of the rolling stock. However, it should be noted,
that these studies do not include the impact of proposed solutions to the service life of
rail vehicles.
Studies [7,8] present some measures to decrease the dynamic loading of the carrying
structure of a rail wagon and to prolong the service life. The substantiation of the solutions
was made by means of the mathematical modelling with the subsequent computer sup-
porting. However, the authors do not explore a possibility to apply the bogie of the optimal
spring suspension characteristics to decrease the dynamic loading of the carrying structure.
The literature analysis made it possible to conclude that the issue for determining
the vertical load of the carrying structure of a wagon with the Y25 bogie, as an alternative
variant to the 18–100 bogie, has not been studied yet. Thus, it requires appropriate research
in the field.

3. The Objective and the Tasks of the Research

The objective of the article is to present special features for determining the vertical
load of the carrying structure of a flat wagon with the Y25 bogie and substantiate the
application of this bogie for broad-gauge lines as an alternative to the 18–100 bogie. To
achieve the objective the following tasks were set:
• mathematical modelling of the dynamic loading on the carrying structure of a flat
wagon with the design parameters with the 18–100 and Y25 bogies,
• mathematical modelling of the dynamic loading on the carrying structure of a flat
wagon with the actual parameters with the 18–100 and Y25 bogies,
• determination of the design service life of the carrying structure of a flat wagon with
the 18–100 and Y25 bogies.
 based on the mathematical model proposed by Professor Yu. V. Diomin and Associate
Professor G. Yu. Cherniak [9]. The research was made in the plane coordinates. The study
included
• the bouncing
mathematical oscillations
modelling as one
of the of the most
dynamic frequent
loading on theoscillations for rail vehicles
carrying structure of a flat
in operation.
wagon with the actual parameters with the 18–100 and Y25 bogies,
Appl. Sci. 2021, 11, 4130 • The calculation of
determination wasthemade
designforservice
a 13–401lifeflat wagon
of the modernized
carrying structurefor of acontainer
flat wagon trans-
3 ofwith
14
portation (see Figure
the 18–100 1). This
and Y25 wagon type was chosen as the prototype as it is the most
bogies.
widespread wagon for international transportation.
ThePresentation
authors definedthe theMain
dynamic loading ofStudy
the carrying structure of a flat wagon
4.4.The
The Presentation ofofthe Content
Main Content ofofthe
the Study
with the design (initial) parameters on the 18–100 and Y25 bogies, and also a flat wagon
Thebasic
basicdynamic
dynamiccharacteristics
characteristicsofofthe thecarrying
carryingstructure
structureofofa awagon
wagonwith withthetheY25Y25
with The
the actual parameters recorded during field tests.
and 18–100
and 18–100 bogies
bogies were determined
were determined by
byempty means
means wagon, of the mathematical
of the mathematical modelling.modelling.
It was It was
The study included motion of an because it was the best way to based
study
onbased
the on the mathematical
mathematical model model by
proposed proposed
Professor byYu.
Professor
V. DiominYu.and
V. Associate
Diomin and Associate
Professor G.
the dynamic loading when the wagon passed over a joint irregularity. The track was taken
Professor
Yu. Cherniak G.[9].
Yu.The
Cherniak
research[9].was
Themade
research
in was
the made
plane in the plane
coordinates. Thecoordinates.
study The study
included the
as a viscous elastic component. It was assumed that the track behaviour was proportional
included the bouncing
bouncing oscillations as one of the most frequent
foroscillations for rail vehicles
to both itsoscillations
deformation as value
one ofand
the the
most frequent
speed oscillations
of this deformation. rail vehicles
Taking into in operation.
account this
in operation.
The calculation was made for a 13–401 flat wagon modernized for container trans-
assumption, the expression for determining the dissipative energy was obtained from the
The(see
portation calculation wasThis
Figure 1). made for atype
wagon 13–401wasflat wagon
chosen as modernized
the prototype forascontainer
it is the mosttrans-
expression of the potential energy, by replacing the generalized coordinates in it with the
portation (see Figure 1). This wagon type
widespread wagon for international transportation. was chosen as the prototype as it is the most
generalized velocities and spring stiffnesses—the damping coefficients.
widespread wagon for international transportation.
The authors defined the dynamic loading of the carrying structure of a flat wagon
with the design (initial) parameters on the 18–100 and Y25 bogies, and also a flat wagon
with the actual parameters recorded during field tests.
The study included motion of an empty wagon, because it was the best way to study
the dynamic loading when the wagon passed over a joint irregularity. The track was taken
as a viscous elastic component. It was assumed that the track behaviour was proportional
to both its deformation value and the speed of this deformation. Taking into account this
assumption, the expression for determining the dissipative energy was obtained from the
expression of the potential energy, by replacing the generalized coordinates in it with the
generalized velocities and spring stiffnesses—the damping coefficients.

Figure 1.
Figure 1. Flat
Flat car
car 13–401
13–401 (a)
(a) universal;
universal; (b)
(b) modified
modified for
for container
container transportation.
transportation.

The dynamic
The computational
authors defined modelloading
the dynamic of the wagon
of the is shown structure
carrying in Figure 2.
of a flat wagon
with the design (initial) parameters on the 18–100 and Y25 bogies, and also a flat wagon
with the actual parameters recorded during field tests.
The study included motion of an empty wagon, because it was the best way to study
the dynamic loading when the wagon passed over a joint irregularity. The track was taken
as a viscous elastic component. It was assumed that the track behaviour was proportional
to both its deformation value and the speed of this deformation. Taking into account this
assumption, the expression for determining the dissipative energy was obtained from the
expression of the potential energy, by replacing the generalized coordinates in it with the
Figure 1. Flat car 13–401 (a) universal; (b) modified for container transportation.
generalized velocities and spring stiffnesses—the damping coefficients.
The dynamic computational model of the wagon is shown in Figure 2.
The dynamic computational model of the wagon is shown in Figure 2.

Figure 2. Computational model of the wagon.

Figure 2. Computational model of the wagon.

Figure 2. Computational model of the wagon.

The flat wagon was taken as a system of three solid bodies: frame and two bogies
with suspension groups.
The following links for the system were assumed:
Appl. Sci. 2021, 11, 4130 4 of 14

• displacements of the frame and the bogies of a flat wagon along the track axle
were equal,
• wheelsets were moving without a sliding,
• due to absence of elastic elements in the axle–box suspension, the bouncing of the
bogies was determined through the bouncing of the wheelsets.
The equations of motion for the designed model are as follows:

d2
M1 q1 + C1,1 q1 + C1,3 q3 + C1,5 q5 = Fz , (1)
dt2

d2
M2 q2 + C2,2 q2 + C2,3 q3 + C2,5 q5 = Fϕ , (2)
dt2
d2 d
M3 q3 + C3,1 q1 + C3,2 q2 + C3,3 q3 + B3,3 q3 = Fz,B1 , (3)
dt2 dt
d2 d
M4 q4 + C4,4 q4 + B4,4 q4 = Fϕ,B1 , (4)
dt2 dt
d2 d
M5 q5 + C5,1 q1 + C5,2 q2 + C5,5 q5 + B5,5 q5 = Fz,B2 , (5)
dt2 dt
d2 d
M6 2
q6 + C6,6 q6 + B6,6 q6 = Fϕ,B2 , (6)
dt dt
    
d d
Fz = − FFR sign δ1 + sign δ2 , (7)
dt dt
    
d d
Fϕ = FFR l sign δ1 − sign δ2 (8)
dt dt
   
d d d
Fz,B1 = FFR sign δ + k 1 ( η1 + η2 ) + β 1 η + η2 , (9)
dt 1 dt 1 dt
 
d d
Fϕ,B1 = −k1 a(η1 − η2 ) − β 1 a η − η2 , (10)
dt 1 dt
   
d d d
Fz,B2 = FFR sign δ2 + k1 (η3 + η4 ) + β 1 η3 + η4 , (11)
dt dt dt
 
d d
Fϕ,B2 = −k1 a(η3 − η4 ) − β 1 a η3 − η4 , (12)
dt dt
where M1 , M2 —mass and inertia moment of the carrying structure of the flat wagon at
bouncing and galloping oscillations, respectively; M3 , M4 —mass and inertia moment of the
first bogie facing the engine at bounding and galloping oscillations, respectively; M5 , M6 —
mass and inertia moment of the second bogie facing the engine at bounding and galloping
oscillations, respectively; Cij —characteristics of elastic elements of the oscillating system;
Bi —scattering function; a—half-base of a bogie; qi —generalized coordinates corresponding
to the advancing movement relative to the vertical axle and the angular displacement
around the vertical axle; ki —track stiffness; βi —damping coefficient; FFR —absolute friction
force in a spring group.
The input parameters of the model were the technical characteristics of the carrying
structure with the design and actual parameters, the bogies (Figures 3 and 4), and the
disturbing force (Table 1).
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Appl. Sci. 2021, 11, 4130 The

The input
input parameters
parameters of of the
themodel
modelwere
werethe
thetechnical
technicalcharacteristics
characteristicsofofthe
thecarrying
5 of 14
carrying
structure with the design and actual parameters, the bogies (Figures 3 and 4), andthe
structure with the design and actual parameters, the bogies (Figures 3 and 4), and the
disturbing force (Table 1).
disturbing force (Table 1).

Figure 3.
Figure
Figure 3. 18–100bogie
3. 18–100
18–100 bogieand
bogie andits
and itsmain
its mainparameter.
main parameter.
parameter.
Figure 3. 18–100 bogie and its main parameter.

Figure 4.
Figure
Figure 4. Y25bogie
4. Y25
Y25 bogieand
bogie andits
and itsmain
its mainparameter.
main parameter.
parameter.
Figure 4. Y25 bogie and its main parameter.
Table 1.
Table 1. Parameters
Parameters of
Parameters of the
of the disturbing
the disturbing force.
disturbingforce.
force.
Table 1. Parameters of the disturbing force.
Track
TrackParameter
Parameter Value
Value
damping Track Parameter
coefficient, kN∙s/m
damping coefficient, kN·s/m
Value
200
200
damping coefficient,
stiffness,
stiffness, kN/mkN∙s/m 200
100,000
100,000
irregularity
irregularity amplitude,
stiffness, kN/m m
amplitude, m 0.01
100,000
0.01
irregularity
irregularity length,
irregularityamplitude, m
length, m m 25
0.01
25
irregularity
The mass length, m
and the moment of inertia of the carrying structure of 25 the flat wagon with
The mass and the moment of inertia of the carrying structure of the flat wagon with
the design parameters
The mass and theand with the
moment actual parameters
of inertia werestructure
of the carrying determined through
of the their spa-
flat wagon with
the design parameters and with the actual parameters were determined through their
tial design
the modelsparameters
in SolidWorks andsoftware [10–12]parameters
with the actual The mass of the determined
were carrying structure
through oftheir
the flat
spa-
spatial models in SolidWorks software [10–12] The mass of the carrying structure of the flat 22,
wagon with the design parameters was 15.6 tons, the moment of inertia
tial models in SolidWorks software [10–12] The mass of the carrying structure of the flat 283.1 ton × m 2,
wagon with the design parameters was 15.6 tons, the moment 2 of inertia 283.1 ton × m
and those
wagon with
with thethe actualparameters
design parameterswas 11.115.6
ton and
tons,102
theton × m2, respectively
moment 2 (Figure
of inertia 283.1 ton5).
× m2,
and those with the actual parameters 11.1 ton and 102 ton × m , respectively (Figure 5).
and those with the actual parameters 11.1 ton and 102 ton × m2, respectively (Figure 5).

Figure 5.
Figure 5. Spatial
Spatial model
model of
of the
the carrying
carrying structure
structure of
of the
the flat
flat wagon.
wagon.

Figure 5. Spatial model of the carrying structure of the flat wagon.

Figure 5. Spatial model of the carrying structure of the flat wagon.

Differential Equations (1)–(6) were reduced to standard Cauchy problems and then
they were integrated by the Runge–Kutta method [13–18]. The initial displacements and
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Differential Equations (1)–(6) were reduced to standard Cauchy problems and then
they Differential Equations
were integrated by the(1)–(6) were reduced
Runge–Kutta methodto[13–18].
standard TheCauchy
initial problems and then
displacements and
they
speeds Differential
were
were taken Equations
integrated
equalbytothe (1)–(6)
zero. were
Runge–Kutta
Based on reduced
method
the to[13–18].
standard
calculation, the TheCauchy
basic initial problems and then
displacements
parameters of and
dynamics
speeds were taken equal to zero. Based on the calculation, the basic parameters of dynam-
they
speeds
for were
wagonswereintegrated
taken
with the by to
equal
18–100theand
Runge–Kutta
zero. Based
Y25 on
bogie method
the
were [13–18].the
calculation,
found. The initial
basic displacements
parameters of and
dynam-
ics for wagons with the 18–100 and Y25 bogie were found.
speeds
ics for
The were
wagons taken equal
with the
accelerations onon to zero.
18–100
the Based
and Y25
carrying on the calculation,
bogie of
structure were
the found.
flat the
wagon basic parameters
withwith
the actual of dynam-
parameters
The accelerations the carrying structure of the flat wagon the actual param-
icsthe
on for
Thewagons
18–100 with
and the
Y25
accelerations on18–100
bogies
the in and
the Y25structure
center
carrying bogie
of were
gravity
of found.
theare given
flat wagonin Figures
with 6
the and 7 and
actual the7
eters on the 18–100 and Y25 bogies in the center of gravity are given in Figures 6param-
and
eters The
accelerationsaccelerations
in the
onaccelerations areas
the 18–100 and on the
of carrying
support
Y25areas
bogies on structure
the bogies
in the center of
inthe flat
Figures
ofbogies
gravity wagon
8 and with
9. the actual param-
and the in the of support on the inare given8 in
Figures Figures
and 9. 6 and 7
etersthe
and onaccelerations
the 18–100 and Y25areas
in the bogies in the center
of support on theofbogies
gravity inare given8 in
Figures andFigures
9. 6 and 7
and the accelerations in the areas of support on the bogies in Figures 8 and 9.

Figure6.6.Accelerations
Figure Accelerationsof
ofthe
theflat
flatwagon
wagoncarrying
carryingstructure
structureininthe
thecenter
centerofofgravity:
gravity:bogie
bogie18–100.
18–100.
Figure 6. Accelerations of the flat wagon carrying structure in the center of gravity: bogie 18–100.
Figure 6. Accelerations of the flat wagon carrying structure in the center of gravity: bogie 18–100.

Figure 7. Accelerations of the flat wagon carrying structure in the center of gravity: bogie Y25.
Figure7.7.Accelerations
Figure Accelerationsof
ofthe
theflat
flatwagon
wagoncarrying
carryingstructure
structureininthe
thecenter
centerofofgravity:
gravity:bogie
bogieY25.
Y25.
Figure 7. Accelerations of the flat wagon carrying structure in the center of gravity: bogie Y25.

Figure 8. Accelerations of the flat wagon carrying structure in the bogie support areas: bogie 18–
Figure
100. 8. Accelerations of the flat wagon carrying structure in the bogie support areas: bogie 18–
Figure8.8.Accelerations
100.
Figure Accelerationsofofthe
theflat
flatwagon
wagoncarrying
carryingstructure
structure
inin the
the bogie
bogie support
support areas:
areas: bogie
bogie 18–
18–100.
100.
Appl. Sci. 2021, 11, 4130 7 of 14
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Figure9.9.Accelerations
Figure Accelerationsof
ofthe
theflat
flatwagon
wagoncarrying
carryingstructure
structurein
inthe
thebogie
bogiesupport
supportareas:
areas:bogie
bogieY25.
Y25.
Figure 9. Accelerations of the flat wagon carrying structure in the bogie support areas: bogie Y25.
Mathematicalmodel
Mathematical model(1)–(6)
(1)–(6)was
wasused
usedfor
fordetermination
determinationof
ofother
otherdynamic
dynamicparameters
parameters
Mathematical model (1)–(6) was used for determination of other dynamic parameters
ofaaflat
of flatwagon
wagon(Table
(Table2).
2).The
Thecalculation
calculationwas
wasmade
madefor
foraawagon
wagonspeed
speedof
of80
80kph.
kph.
of a flat wagon (Table 2). The calculation was made for a wagon speed of 80 kph.
Table2.2.Dynamic
Table Dynamicparameters
parametersof
ofan
anempty
emptyflat
flatwagon
wagonin
inmotion.
motion.
Table 2. Dynamic parameters of an empty flat wagon in motion.
BogieType
Bogie Type
Bogie Type Parameter
Parameter
Parameter Parameter
Parameter
18–100 18–100
18–100
Y25 Y25
Y25
Parameter Improve-
Improve-
Improvement, %
ment,
ment, %%
Bogie acceleration, m/s2 2.9622 1.95 34.1
Bogieacceleration,
Bogie acceleration, m/s
m/s 2.96
2.96 1.95
1.95 34.1
34.1
Bogie acceleration in areas of support on the bogie, m/s2 5.53 3.16 42.9
Bogieacceleration
Bogie acceleration in areas of supporton onthe
thebogie,
bogie,
Force in the spring suspension of a bogie, kN in areas of support
38.5 21.535.53
5.53 3.16
3.16 44.2
42.9
42.9
Dynamic coefficient of the bogie m/s22
m/s 0.49 0.28 42.9
Forcein
Force inthe
thespring
springsuspension
suspensionof ofaabogie,
bogie,kN
kN 38.5
38.5 21.53
21.53 44.2
44.2
Dynamiccoefficient
Dynamic coefficientof
ofthe
thebogie
bogie 0.49
0.49 0.28
0.28 42.9
42.9
The results obtained made it possible to conclude that the dynamic parameters were
Theresults
resultsobtained
obtainedmade
madeititpossible
possibleto
toconclude
concludethat
withinThe the allowable values and the motion of that thedynamic
the the dynamicparameters
wagon can parameters
be estimated were
were as excel-
within the
within the allowable
allowable values
values and
and the
the motion
motion of
of the
the wagon
wagon can
can be
be estimated
estimated as
as excellent
excellent
lent [19,20]. A comparative study of the dynamic parameters of the flat wagon is given in
[19,20].A
[19,20]. Acomparative
comparativestudy
studyof
ofthe
thedynamic
dynamicparameters
parametersof ofthe
theflat
flatwagon
wagonisisgiven
givenin inFig-
Fig-
Figure
ure10.
10.
10.
ure

Figure10.
Figure
Figure 10. Comparative
Comparative
10.Comparative study ofthe
study
study of the dynamic
ofdynamic parameters
the dynamic ofthe
theflat
parameters
parameters of flat wagon
ofwagon with
the flat the18–100
wagon
with the 18–100 and
withand
the 18–100 and
Y25bogies.
Y25
Y25 bogies.
bogies.

The application of the Y25 bogie for a flat wagon can decrease the acceleration of the
carrying structure in comparison to that with the 18–100 bogie by 34%. The other dynamic
parameters were also improved (Figures 11 and 12).
 The application of the Y25 bogie for a flat wagon can decrease the acceleration of the
carrying
Thestructure
applicationin comparison to that
of the Y25 bogie forwith
a flatthe 18–100
wagon bogie
can by 34%.
decrease theThe other dynamic
acceleration of the
parameters were also improved (Figures 11 and 12).
carrying structure in comparison to that with the 18–100 bogie by 34%. The other dynamic
The next
parameters research
were stage included
also improved determination
(Figures 11 and 12). of the dynamic characteristics of the
Appl. Sci. 2021, 11, 4130 flat wagon with
The next the actual
research stageparameters. The accelerations
included determination ondynamic
of the the carrying structure of
characteristics of the
the8 of 14
flat
flat wagon
wagon in thethe
with center of gravity
actual are given
parameters. in Figures 11 on
The accelerations andthe
12carrying
and the accelerations in
structure of the
the
flat areas
wagon of in
support on the
the center bogies in
of gravity Figures
are given in13 Figures
and 14. 11 and 12 and the accelerations in
the areas of support on the bogies in Figures 13 and 14.

Figure 11. Accelerations of the carrying structure of the flat wagon in the center of gravity: bogie
Figure 11. Accelerations of the carrying structure of the flat wagon in the center of gravity: bogie
18–100.
Figure 11. Accelerations of the carrying structure of the flat wagon in the center of gravity: bogie
18–100.
18–100.

Figure 12. Accelerations of the carrying structure of the flat wagon in the center of gravity: bogie
Y25.
Figure 12. Accelerations of the carrying structure of the flat wagon in the center of gravity: bogie
Figure 12. Accelerations of the carrying structure of the flat wagon in the center of gravity: bogie Y25.
Y25.
The next research stage included determination of the dynamic characteristics of the
flat wagon with the actual parameters. The accelerations on the carrying structure of the
flat wagon in the center of gravity are given in Figures 11 and 12 and the accelerations
Appl. Sci. 2021, 11, x FOR PEER REVIEW 9 of 14 in
the areas of support on the bogies in Figures 13 and 14.

Figure 13. Accelerations of the flat wagon carrying structure in the bogie support areas: bogie 18–
Figure 13. Accelerations of the flat wagon carrying structure in the bogie support areas: bogie 18–100.
100.
Appl. Sci. 2021, 11, 4130 9 of 14
Figure 13. Accelerations of the flat wagon carrying structure in the bogie support areas: bogie 18–
100.

Figure 14. Accelerations of the flat wagon carrying structure in the bogie support areas: bogie Y25.
Figure 14. Accelerations of the flat wagon carrying structure in the bogie support areas: bogie Y25.

Themathematical
The mathematical model
model (1)–(6)
(1)–(6) was
was also
also used
used for
for determination
determination of
of other
other dynamic
dynamic
parameters of the flat wagon (Table 3). The calculation was made for a wagon
parameters of the flat wagon (Table 3). The calculation was made for a wagon speed of 80
speed of
kph.
80 kph.
Table 3.
Table 3. Dynamic
Dynamic parameters
parameters of
of an
an empty
empty flat
flat wagon
wagonin
inmotion.
motion.
Bogie Type
Bogie Type
Parameter Parameter
Parameter
18–100 Y25 Parameter Improvement, %
18–100 Y25 Improve-
Bogie acceleration, m/s2 3.72 2.21 40.6 ment, %
Bogie acceleration in areas of support on the bogie, m/s2 2 9.75 3.62 62.8
Bogie acceleration, m/s 3.72 2.21 40.6
Force in the spring suspension of a bogie, kN 33.6 18.5 45.1
Dynamic coefficient of a bogie Bogie acceleration in areas of support
0.61 on the bo- 0.34
9.75 3.62 44.362.8
gie, m/s2
Force in the spring suspension of a bogie, kN 33.6 18.5 45.1
The results obtained made it possible to conclude that the dynamic parameters were
Dynamic coefficient of a bogie 0.61 0.34 44.3
within the allowable values and the motion of the wagon can be estimated as excel-
lent [19,20].
The results obtained made it possible to conclude that the dynamic parameters were
Thethe
within comparative study and
allowable values of the
thedynamic parameters
motion of the wagonobtained for the flat
can be estimated wagon is
as excellent
given in Figure 15. It demonstrates improvements in percentage for certain dynamic
[19,20].
parameters of the wagon with the Y25 bogie in comparison to those for a flat wagon with
the 18–100 bogie.
The application of the Y25 bogie for the flat wagon with the actual parameters can de-
crease the acceleration of the carrying structure in comparison to that with the 18–100 bogie
by 41%. The other dynamic parameters were also improved (see Figure 15).
The design service life of the flat wagon with the 18–100 and Y25 bogies was deter-
mined using the method presented in [21]:

(σ−1L /[n])m N0
Tn = m
, (13)
B f d σae

where σ-1L —average value of the endurance limit; n—allowable strength factor; m—fatigue
curve exponent; N0 —test base; B—coefficient characterizing continuous work in seconds;
fd —efficient frequency of dynamic stresses; σae —amplitude of equivalent dynamic stresses.
The coefficient that characterizes the time of continuous operation of the wagon is deter-
mined by the formula:
365·103 L avr
B= , (14)
v avr (1 + 0.34)
where Lavr —average daily wagon mileage, km (≈250 km); vavr —average value of a wagon
speed, m/s; 0.34—empty operating ratio.
Appl. Sci. 2021, 11, 4130 10 of 14

The effective frequency of dynamic loadings is determined by

1.1 g
r
fe = , (15)
2π ys

where ys —static deflection of spring suspension, mm. The rest of the variables of Formula (13)
Appl. Sci. 2021, 11, x FOR PEER REVIEW 10 of 14
are taken from the source [21].
The amplitude of equivalent dynamic stresses was determined by the formula:

The comparative study of the σae = σwl (k dv +

dynamic ψσ /Kσ ), obtained for the flat wagon
parameters (16)
is
given in Figure 15. It demonstrates improvements in percentage for certain dynamic pa-
where —stresses
σwlof
rameters the wagon from
withthe
thestatic
Y25 weight
bogie inload; kdv —coefficient
comparison to those of
forvertical dynamics;
a flat wagon with
ψ —sensitivity
the 18–100 bogie.
σ coefficient; K σ —overall fatigue strength reduction coefficient.

Comparativestudy
Figure 15. Comparative studyofofthe
thedynamic
dynamic parameters
parameters forfor a flat
a flat wagon
wagon with
with the the 18–100
18–100 and and
Y25
bogies.
Y25 bogies.

The determination
The application of of thethe
Y25amplitude
bogie forofthe equivalent
flat wagon dynamic stresses
with the actualincluded
parametersthe side
can
force coefficient equaled 1.1.
decrease the acceleration of the carrying structure in comparison to that with the 18–100
bogieThe following
by 41%. inputdynamic
The other parameters were taken
parameters were foralso
the improved
calculation:(see 15). n = 2;
= 245 MPa;
σ1LFigure
m = 8; N0 design
= 107; Bservice × 10
= 3.07life 6 s; f = 2.7 Hz; ψ /K = 0.2.
The of the dflat wagon with σ σthe 18–100 and Y25 bogies was deter-
mined Tousing
determine the stresses
the method from the
presented static weight load of the supporting structure of the
in [21]:
flat wagon, a strength calculation was carried out using the finite element method in the
SolidWorks simulation software package 𝜎 /𝑛 𝑁
𝑇 = (CosmosWorks) , [22–25]. Spatial isoparametric (13)
tetrahedrons were taken as the finite elements. 𝐵 𝑓 Based
𝜎 on the previous research work of
the authors,
where this element
σ-1L—average value type
of provides sufficient
the endurance convergence
limit; n—allowable withstrength
technicalfactor;
experiments.
m—fa-
Therefore, this type of tetrahedron was also selected in this study.
tigue curve exponent; N0—test base; B—coefficient characterizing continuous work The optimal number of
in sec-
elements
onds; was calculated
fd—efficient with of
frequency thedynamic
graphic analytical
stresses; σmethod [26,27]. In this case, the mesh
ae—amplitude of equivalent dynamic
was
stresses. The coefficient that characterizes the time of continuouselements
created with respect to the curved surfaces of the supporting operation of of
thethe
frame.
wagon In
the areas of interfaces,
is determined by the formula:as well as the interactions of structural elements with each other, the
mesh was compacted using software options.
The number of elements in a mesh was 365 ∙368,732,
10 𝐿 and number of nodes 14,938. The
𝐵= , (14)
maximum element size in a mesh was 235.62 𝑣 1+ mm, 0.34the minimum size—47.12 mm, the
maximum
where element side
Lavr—average ratio—332;
daily the percentage
wagon mileage, km (≈250 of elements with the side
km); vavr—average valueratio
of less than
a wagon
three—24.6, and more than ten—31.5. 09G2S steel was taken as the material for the carrying
speed, m/s; 0.34—empty operating ratio.
structure, the mechanical parameters of which are given in Table 4.
The effective frequency of dynamic loadings is determined by
The model was fixed in the areas of support on the bogies. The design diagram of the
flat wagon is given in Figure 16. The study included 1.1 𝑔 the vertical load Pv, conditioned by
the deadweight, on the carrying structure. 𝑓 = , (15)
2𝜋 𝑦

where ys—static deflection of spring suspension, mm. The rest of the variables of Formula
(13) are taken from the source [21].
The amplitude of equivalent dynamic stresses was determined by the formula:
 imum element side ratio—332; the percentage of elements with the side ratio less than
three—24.6, and more than ten—31.5. 09G2S steel was taken as the material for the carry-
ing structure, the mechanical parameters of which are given in Table 4.

Appl. Sci. 2021, 11, 4130 Table 4. Basic mechanical properties of 09G2S steel. 11 of 14

Property Value
Elastic modulus, MPa 2.1 × 105
Table 4. Basic mechanical properties of 09G2S steel.
Ultimate strength, MPa 490
Yield strength, MPa
Property 345
Value
Shear modulus, MPa 7.9 × 104
Elastic modulus, MPa 2.1 × 105
Poisson’s ratio
Ultimate Mass density,
strength, MPa t/m3 0.28
490
Mass
Yield density,
strength, t/m3
MPa 3457.8
Shear modulus, MPa 7.9 × 104
The model
Poisson’s was
ratio fixed
Mass in thet/m
density, areas
3 of support on the bogies. 0.28
The design diagram of the
flat wagon is given in Figure
Mass density, t/m 3 16. The study included the vertical
7.8load Pv, conditioned by
the deadweight, on the carrying structure.

Appl. Sci. 2021, 11, x FOR PEER REVIEW 12 of 14

Figure
Figure 16.16. Design
Design diagram
diagram of of
thethe wagon
wagon carrying
carrying structure.
structure.

The calculation
The calculation demonstrated
demonstrated that that the
the maximum
maximum equivalent
equivalent stresses
stressesininthe
thecarrying
carrying
structureofofthe
structure theflat
flatwagon
wagon with
with thethe design
design parameters
parameters werewere concentrated
concentrated in theincontact
the contact
area
area between
between the bolster
the bolster beambeam
and theandcenter
the center sill; they
sill; they accounted
accounted for 88.95
for 88.95 MPaMPa (see Figure
(see Figure 17).
The
17). carrying structure
The carrying of the
structure flatflat
of the wagon
wagonwith thethe
with actual parameters
actual parametershad
hadthethemaximum
maximum
equivalent
equivalentstresses
stresses79.95
79.95MPa.
MPa.

Figure 17. Stress state of

Figure 17. of the
the flat
flat wagon
wagoncarrying
carryingstructure
structurewith
withthe
thedesign
designparameters
parameters under
under the
the
static
staticweight
weightload.
load.

The calculation demonstrated that the design service life of the carrying structure of
the flat wagon with the design parameters on the Y25 bogie twice long as the period cal-
culated for the 18–100 bogie. At the same time, the maximum equivalent stresses in the
Appl. Sci. 2021, 11, 4130 12 of 14

The calculation demonstrated that the design service life of the carrying structure
of the flat wagon with the design parameters on the Y25 bogie twice long as the period
calculated for the 18–100 bogie. At the same time, the maximum equivalent stresses in the
supporting structure of the flat wagon with nominal parameters on bogies Y25 amounted
to 88.95 MPa, and 170.3 MPa on bogies 18–100. Similar results were obtained for a flat
wagon with the actual parameters. It should be noted that the service life obtained should
be adjusted with consideration of additional studies into the longitudinal load on the
carrying structure of the flat wagon and both field and bench experiments.

5. The Discussion of the Results Obtained

The authors made the mathematical modelling of dynamic loading for the 18–100
and Y25 bogies. The research was conducted for the 13–401 flat wagon with the design
parameters and the actual parameters registered during field tests. It was found that
application of the Y25 bogie can decrease the dynamic loading of the carrying structure of
the flat wagon by more than 40% in comparison to that with the 18–100 bogie (Figure 16).
The results of calculating the strength of the supporting structure of the flat wagon made
it possible to conclude that the maximum equivalent stresses considering its nominal
parameters on Y25 bogies, amounted to 88.95 MPa (Figure 17), which is half below the
maximum equivalent stresses of the supporting structure on 18–100 bogies. The service
life of the flat wagon can be prolonged twice. The calculation was made for an empty flat
wagon in motion.
It should be noted that the authors studied the dynamic loading of the flat wagon
in the vertical plane. They believe that further research in the field should determine the
dynamic loading in the longitudinal and transverse directions. In addition, it is of primary
importance to research the dynamic loading of the carrying structure of the flat wagon. It
can be made with the strain gauge technique.
In addition, the support diagram of the Y25 bogie for flat wagons used on the broad-
gauge lines should be improved. The authors will study these issues in their further
research in the field.

6. Conclusions
The research deals with the mathematical modelling of the dynamic loading on
the carrying structure of the flat wagon with the design parameters on the 18–100 and
Y25 bogies. The approach was made in the plane coordinates for an empty wagon passing
over a joint irregularity. The study found that application of the Y25 bogie for a flat wagon
with the design parameters can decrease the dynamic load by 34% in comparison to that
with the 18–100 bogie.
The authors made the mathematical modelling of the dynamic loading on the carrying
structure of the flat wagon with the actual parameters on the 18–100 and Y25 bogies. The
study included the actual parameters of the carrying elements of the flat wagon frame
recorded during field tests. It was found that application of the Y25 bogie for a flat wagon
with the actual parameters can decrease the dynamic loading by 40.6% in comparison to
that with the 18–100 bogie.
The study found the design service life of the carrying structure of the flat wagon with
the Y25 bogie. The calculation demonstrated that the design service life of the carrying
structure of the flat wagon with the design parameters on the Y25 bogie is twice as long as
the period obtained for the 18–100 bogie. Similar results were obtained for a flat wagon
with the actual parameters.
This research can be of interest for those who are concerned about improvements in
the dynamic characteristics and the strength (fatigue strength) of freight wagons, safe rail
transportation, freight security, and development of new rail vehicles.

Author Contributions: Conceptualization, O.F. and A.L.; methodology, O.F.; software, V.P.; valida-
tion, A.L., V.P., and P.K.; formal analysis, A.L.; investigation, P.K.; resources, O.F.; data curation,
V.P.; writing—original draft preparation, O.F.; writing—review and editing, A.L.; visualization, V.P.;
Appl. Sci. 2021, 11, 4130 13 of 14

supervision, P.K.; project administration, A.L.; funding acquisition, A.L. All authors have read and
agreed to the published version of the manuscript.
Funding: The authors gratefully acknowledge funding from the specific research on BUT FSI–S–20–6267.
Institutional Review Board Statement: Not applicable.
Informed Consent Statement: Not applicable.
Data Availability Statement: Not applicable.
Acknowledgments: The publication is part of the project “Development of conceptual measures
for renovation of efficient operation for used freight cars”. The project registration number is
2020.02/0122. The project is funded by the state budgetary institution National Research Foundation
of Ukraine. The authors thank the Technologies, and Brno University of Technology for support.
Conflicts of Interest: The authors declare no conflict of interest.

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