Although many changes have taken place in the manufacturing process of the damper (the stem is chrome-plated) and the way of loading (increasing the angle with the horizontal plane to 48, improving the fixing method on the bogie), the structural defects are still not It can eliminate, for example, the icing problem under the shield of the spring suspension device. The dynamic conditions of the damper on the Russian railway are very poor due to the poor condition of the line and the wide range of climate change. Their ability to work is directly dependent on the level of manufacturing processes, repairs and technical maintenance. The main faults of hydraulic shock absorbers in the railway application of the Russian Ministry of Communications are: (1) leakage of hydraulic oil caused by wear of the stem seal; (2) non-flow caused by hydraulic oil flowing through the gap between the stem and the guide rod. Increased production consumption; (3) wear of the fixture components; (4) disconnection of the fixed end from the valve stem; (5) icing problems as mentioned earlier. In the early 1990s, the +, 56 split vibration-reducing bogies were mass-produced, but they were not widely promoted due to defects in the damper fixtures. Now, the railway pays special attention to improving the comfort of passenger cars. This has been reflected in the numerous proposals of various damper production units and in the manufacture of new non-shake bogies for passenger cars in Tver. This type of bogie uses split vibration damping in a central suspension and a hydraulic shock absorber in a series of suspensions on some prototypes. The future direction of improving passenger car spring suspension is to use an active system. The active system of the spring suspension is a system that selects the optimum suspension stiffness parameters and dissipative properties, especially when operating under conditions where resonance may occur. In order to solve the problem of improving speed, improving vehicle dynamic performance and improving passenger comfort, serious research must be conducted. To this end, it is necessary to evaluate the performance of the damper, select the damping control coefficient of the damper, and determine the control function of the damping system. The result of the action will be to reduce the running stability index as the basic operating quality indicator. Modern microcomputer processing systems enable the necessary numerical control of the active suspension power mechanism. In addition to the controllable damper, an air spring that changes the stiffness value is used. The stiffness changes in proportion to the vehicle load. The purpose of this is to make the static deflection a constant and to bring the height of the coupler of the adjacent vehicle to a level. This damping system was installed on the Russian three-car (PT200) passenger car produced by the Kalinin vehicle manufacturer. In addition, a proposal to install a variable stiffness spring set on the truck is also proposed. The active spring suspension device developed by the All-Russian Railway Transportation Science Research Institute is basically different from the existing one. Its essence is to use a central suspension device to compensate (compensate) the disturbance factors from the line. Therefore, it does not eliminate the disturbance by the dissipation force in the damper, but by the change in suspension stiffness. At the same time, the suspension must be within the natural vibration frequency range of the vehicle body spring, that is, working at 08 Hz 12 Hz is most effective. In order to eliminate the higher frequency vibration, it is not enough to rely on the quick action of the mechanical part of the system. It is also necessary to use a series of suspended dampers to reduce these vibrations. The vibration frequency is limited to 08 Hz in order to make the suspension system work. It involves the geometry of the line (uphill, downhill, curve) because it can have a negative impact on the operation of the system.
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