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PRTM 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 985 (2020) 012007 doi:10.1088/1757-899X/985/1/012007

Study of the interaction of the railway track and the rolling

stock under conditions of accelerated movement

O Hubar1,4, R Markul1,5, O Тiutkin1,6, V Аndrieiev2,7, M Arbuzov1,8 and O

Кovalchuk3,9
1
Dnipro National University of Railway Transport named after Academician V. Lazaryan,
Lazaryan str., 2, Dnipro, Ukraine
2
Laboratory of Engineering and Technical Studies, Dniprovsky Scientific Research
Institute of Forensic Expertise, Sichaslavskaya Naberezhna str., 17, Dnipro, Ukraine
3
Laboratory of Railway Transport Research, Lviv Research Institute of Forensic Science,
Lipinsky str., 54, Lviv, Ukraine

4
[email protected], [email protected], [email protected], [email protected],
8
[email protected], [email protected]

Abstract. Comprehensive studies of the interaction of the railway track and the investigated
rolling stock under accelerated conditions have been carried out. The basis of the research was
to obtain and substantiate the process of stress state, force interaction of the railway track and
the rolling stock under conditions of accelerated movement. Introduction of the new rolling stock
into continuous operation is a serious task that must be solved comprehensively. The
implementation of this direction significantly affects the reliability of the elements of the railway
track. Within the framework of the research, the approach was used that takes into account
theoretical and experimental parts of the research using the methodology of prof. O. P. Yershkov.
As a result of the studies, average stress values were established: in rails, they variate within the
range 44.37...70.99 MPa; in the sleeper, they reach 0.78 MPa; in the ballast layer, they have 0.13
MPa; in the body of the subgrade, they reach 0.04 MPa, which is significantly less than the
maxima allowable values. While speed change from 140 to 160 km/h, the values of the studied
parameters decrease: vertical force (9.39 %), lateral forces (19.79 %); stresses in the edge of the
rail flange (15.86 %); stresses in the edge of the rail head (16.67 %); stresses in the neck of the
rail (8.74 %). The obtained results made it possible to form trends and recommendations on the
feasibility of further increasing speeds development. At the same time, this made it possible to
substantiate in more detail the operation of the railway track in the case of accelerated movement.

1. Introduction
The introduction of a new rolling stock into continuous operation is a serious task that must be solved
comprehensively. The possibility of further implementation of this direction substantially depends on
the reliable operation of the elements of the railway track. The important component of solving this
problem is the study of the interaction of the track and the rolling stock under operating conditions.
Today, there is a lot of discussion as for the correctness of applying different techniques especially when
studying the interaction of the track and the rolling stock under operating conditions. Each method is
fundamental in its own way, and is applied depending on the specific task.
Schlumpf method [1-3] is widely used in the scientific research on the interaction of the railway track
and the rolling stock. The essence of the method is to measure the dynamic stresses in the neck of a rail,
Content from this work may be used under the terms of the Creative Commons Attribution 3.0 licence. Any further distribution
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Published under licence by IOP Publishing Ltd 1
PRTM 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 985 (2020) 012007 doi:10.1088/1757-899X/985/1/012007

measured in an individual cross section of the rail with strain gauge sensors [4-6]. It is established that
this method, with insufficiently accurate sticking of sensors, has a significant dependence of
measurement readings on the point of application of a vertical force relative to the rail axis «e»
(eccentricity), inferior in accuracy to digital processing of experimental data.
The further development of the Schlumpf method [1–3], which increases the information content of
experimental data, is the tensometric scheme of “piecewise continuous” registration. This method was
applied by scientists and was tested to measure the vertical forces transmitted from the wheel to the rail
[7]. An important advantage of the method is the possibility of using one recording channel for the
experimental assessment of vertical force interaction. On the one hand, this provides savings in the use
of channels while achieving the necessary reliable amount of experimental data. But the issues related
to the registration of the lateral component of the force interaction of the railway track and the
experimental rolling stock remained unresolved.
For 70 years, the method of experimental estimation of lateral forces by dynamic stresses in the edges
of the flange and the outer section of the rail head has been widely used (method of prof. O. P. Yershkov)
[8]. Normal stresses arising in rails from bending and torsion reach the greatest value at the edges of the
rail flange. In [9], the adequacy of lateral forces estimation by the algebraic combination of measured
edge stresses at the bottom of the rail flange was also noted.
To take into account spatial elasticity characteristics of rail threads, in work [10], results were
proposed on the adjustment of the method of prof. O. P. Yershkov [8]. The problem is reduced to the
theoretical determination of the modulus of elasticity and stiffness of a rail thread during its torsion. But
the use of this approach is justified only in the presence of practical (experimental) data. Moreover, with
each introduction of a new rolling stock, the depressions of the flange and the rail head will be different.
As part of the research, the approach was used that takes into account the theoretical and experimental
parts of the study using Yershkov technique.

2. The purpose and objectives of the study

The aim of the work is to study the interaction of the railway track and the rolling stock under conditions
of accelerated movement.
To achieve this goal, it is necessary to solve the following tasks:
• in order to obtain the results of the stress state of the elements of the upper and lower track
structure, comprehensive studies of the interaction of the railway track and the rolling stock
under conditions of accelerated movement should be carried out;
• based on the results of the research, to discuss and justify the results of the study in order to
form an assessment of the state of the railway track at accelerated train traffic;
• to substantiate trends in the further development of increasing speeds.

3. Characterization of the experimental site, the methodology for testing and data processing
The experimental site is a direct line; rail construction is rails P65; reinforced concrete sleepers,
1840 pcs/km; crushed stone ballast under the sleeper 30...35 cm thick, intermediate fasteners of КБ and
KПП-5 types, maximum speed during the experiment 176 km/h.
The interpretation of the experimentally obtained data was carried out according to the indicators of
each sensor at a given speed of movement of the rolling stock. The gradations of speed movement of
the experimental rolling stock were taken after 10...40 km/h, and their choice was carried out with
respect to possible sharp impulse changes in dynamic indicators. In this work, the gradation in speed
movement changes was taken every 20 km/h. In our case, this can be explained by the fact that, in the
speed range from 10 to 20 km/h, the correlation dependence between the dynamic indicators was mainly
observed.
The number of runs along the experimental section of the track was established by the technical task
for testing, depending on the number of instruments-sensors installed along the way and the required
number of measurements resulting in reliable statistical data. In accordance with the approved
programme and methodology for testing the new rolling stock in terms of impact on the track, the
obtained statistical data do not exceed the probability level p = 0.994 , which is adopted in calculating

2
PRTM 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 985 (2020) 012007 doi:10.1088/1757-899X/985/1/012007

the track strength. Taking this into account and with the aim of obtaining reliable statistical data, the
number of arrivals in each direction for one speed of movement was taken from 10 to 15 (but not less
than 10). The experience of research and experiments [11-16] show that during the test the track and
rolling stock parameters do not change significantly. It can be assumed with sufficient accuracy that the
results of previous experiments do not affect subsequent ones. In this case, the observation results turn
out to be independent random variables. As a rule, the work analyzed the results of the stress state and
force interaction of the elements of the railway track from the axes of the rolling stock, which cause the
greatest influence. For rolling stocks, this is, as a rule, the first ones along the axis in the guide trolley.
The scheme of the experimental site and the rail with the measuring devices installation is shown in
Figures 1-2.

Figure 1. The scheme of measuring devices installation in the experimental site.

Figure 2. The calculating scheme of sensors distribution on a rail.

Figure 2 shows: 1, 2, 3 – strain gauge numbers; bh , bf , y1 , y2 , h1 , h2 – geometric characteristics of
the rail; H – lateral force; F – vertical force.

To register the ohmic resistance of the strain gauge when it is powered by current, Wheatstone bridge
circuits are used [17]. The circuit of the electrical installation for measuring edge stresses in the rail head
is shown in Figure 3. The magnitudes of the stresses that occur in the edge of the rail head at different
speeds of the experimental rolling stock are shown in Figure 4.

3
PRTM 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 985 (2020) 012007 doi:10.1088/1757-899X/985/1/012007

60
50
40

σ, MPa
30
20
10
0
0 20 40 60 80 100120140160180
Velocity (V), km/h

Figure 3. Half-bridge circuit of the electrical Figure 4. The dependence of stresses in the
installation: Ra - active (working) strain gauge; r1 , edge of the rail head on the speed of the
experimental rolling stock.
r2 , r3 resistance; A – amplifier; RD – recording
device.
The calculation of the vertical force «F» was determined by the preliminary calibration of sections
where the stresses in a rail neck were recorded. Section calibration was performed when moving an
experimental rolling stock at a speed of 5 km/h to 10 km/h (at a known static load of an experimental
rolling stock). Stresses were recorded using strain gauges ( Ra , Rc ), which were stuck vertically in the
neutral axis zone on both sides of the rail neck (Figure 5). The magnitudes of stresses that occur in the
neck of the rail at different speeds of the experimental rolling stock are shown in Figure 6.

80
60
σ, MPa

40
20
0
0 20 40 60 80 100120140160180
Velocity (V), km/h

Figure 5. The bridge circuit of the electrical Figure 6. Dependence of stresses in the neck
installation: Ra - active (working) and Rc - of the rail on the speed of the experimental
rolling stock.
compensation strain gauges; r1 , r2 r3 – resistance; A
– amplifier; RD – recording device.

Since the scattering of the range of these vertical forces is insignificant, the measurement results
were reduced to one sample. The sampling results are presented in Figure 7.
Vertical force

200
[F]=200 kN
(F), kN

100

0
0 20 40 60 80 100 120 140 160 180 Figure 7. Dependence of vertical forces in rails
Velocity (V), km/h on speed of movement.

4
PRTM 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 985 (2020) 012007 doi:10.1088/1757-899X/985/1/012007

To determine the horizontal force, we used the values of stresses obtained experimentally in the
edges of the rail flange, as shown in Figure 8. Stresses arising along the outer edge of the rail flange
from the action of lateral forces are shown in Figure 9.

300
250
200 [σe-f]=240 MPa

σ, MPa
150
100
50
0
0 20 40 60 80 100120140160180
Velocity (V), km/h

Figure 8. Half-bridge circuits of the electrical Figure 9. The dependence of stresses in the edge
installation: Ra , Rb – active (working) strain gauge; of the rail flange on the speed of the experimental
rolling stock.
r1 , r2 and r3 – resistances; A – amplifier; RD –
recording device.

Based on the results (Figure 9), we can conclude that the stress in the edge of the rail flange does not
exceed the allowable and recommended values. The values of lateral forces were calculated according
to the method of prof. O. P. Yershkov [8] using experimentally obtained values of edge stresses in the
flange and in the outer face of the rail head. The final expression for determining the lateral forces by
this technique is:
Н = В   eo− f . (1)

where H – lateral force (kN); coefficient for determining forces in (cm 2);  eo− f – stresses at the edge of
the rails flange (MPa); o – outer; e - edge; f – flange.
The results of the horizontal forces are shown in Figure 10.
140
120
Lateral force

[Н]=120 kN
(H), kN

100
80
60
40
20
0
0 20 40 60 80 100 120 140 160 180
Velocity (V), km/h

Figure 10. Dependence of horizontal forces in the rails on the speed of movement.

Ensuring the bearing capacity and operation of the railway track structure is characterized by not
exceeding the design stresses of their maxima permissible values. The conditions must be met:

5
PRTM 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 985 (2020) 012007 doi:10.1088/1757-899X/985/1/012007

 sleep
calc
  sleep  ,

 calc
  ball   ball  , (2)
 calc
    .
 subgr  subg 
where  sleep
calc
- calculated compressive stresses in the sleepers under the pad, MPa; [  sleep ] – allowable
compressive stresses in the sleepers under the pad, MPa;  ball
calc
- calculated compressive stress in the
ballast under the sleeper, MPa; [  ball ] – allowable compressive stress in the ballast under the sleeper,
MPa;  subgr
calc
- calculated stresses of soil compression in the main site of the subgrade, kPa;
[  subgr ] - permissible soil compression stresses in the main site of the subgrade, kPa.
The calculation results are shown in figures 11–13.

5
4
[σ]=4 MPa
σ, MPa

3
2
1
0
0 20 40 60 80 100 120 140 160 180
Velocity (V), km/h

Figure 11. Dependence of stresses in the sleeper Figure 12. Dependence of stresses in the ballast
on the speed of movement. on the speed of movement.

Figure 13. Dependence of stresses in the

subgrade on the speed of movement.

Based on the results that are shown in Figures 11–13, the conclusion can be made that the calculated
stresses in the elements of the railway track do not exceed the allowable and recommended values. This
makes it possible to suggest the possibility of a further increase in the speed of movement on the railways
of Ukraine. Trends on the possibility of increasing speeds, and ensuring rail transit traffic between
Ukraine and the European Union have also been substantiated in [18].

4. Discussion of the results of the study with the aim of forming an assessment of the state of the
railway track under condition of accelerated movement of trains
Comprehensive studies of the interaction of the track and the rolling stock under operation have been
carried out. The basis of the research is an assessment of the power component, stresses in the elements
of the upper and lower structure of the track from the effect of the rolling stock of a new generation. The
average stress values in the elements of the upper and lower structure of the track do not exceed the

6
PRTM 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 985 (2020) 012007 doi:10.1088/1757-899X/985/1/012007

maxima allowable values, which is shown graphically in Figure 14.

330
400

240

200
300
σ, MPa

120
200

57.73

44.74
44.37

27.71

0.78

0.38
0.13

0.04
0.10
100

4
0
1 2 3 4 5 6 7
Parameters under reserch
Calculated experimental values Maxima allowable values

Figure 14. Comparable values of the obtained results.

Figure 14 shows: 1 – stresses in the edge of the rail flange, 2 – horizontal force, 3 – vertical force,
4 – stresses in the sleeper, 5 – stresses in the ballast, 6 – stresses in the subgrade, 7 – stresses in the edge
of the rail head.
At an increase in speed hidden (dynamic) uneven paths may appear that leads to additional dynamic
forces at oscillations of galloping and rolling motion of a car. In such cases, unloading of car truck
wheels is observed that cause an alternating change of dynamic additives on rails. Since the sensors are
placed discretely on the way, it is not possible to take into account the influence of various dynamic
factors fully. In addition, a decrease of vertical force, when a passenger rolling stock is moving, can
become the reason for not coinciding of an elastic line of rail deflection under the influence of dynamic
forces at high speed indicators with the elastic line under a static load. One of the first who made a
research in this area was prof. G. M. Shakhunyants [19].
With the aim of determining the lateral force, the method of prof. O. P. Yershkov [8] was used
applying experimentally obtained values of edge stresses in the foot and head of the rail. But there is
also a second widely used method of experimental determination of the lateral force (determination of
the force effect on the rail by measuring the elastic deformation of the rail web) – the Schlumpf method
[1-3]. In accordance with the comparative tests of JSC VNIIZHT, to which references were made in the
work, it was established that the discrepancy in values of the lateral force with the use of O. P. Yershkov
and Shlumpf methods did not exceed 4–9 %. This is mainly due to the accuracy of the choice of cross-
sections for mounting strain gauges and their number on the rail neck (Schlumpf’s method [1-3]). In
order to save material resources, it was decided to use the method of prof. O. P. Yershkov [8] during the
experiment.

5. Conclusions
The obtained maxima values of vertical and lateral forces from the interaction of the rolling stock are
115.5 kN and 53.38 kN, respectively, which is significantly less than the permissible value (200 kN,
120 kN).
Average stress values: in rails vary in the range 44.37…70.99 MPa; in the sleepers – 0.78 MPa; in
the ballast layer – 0.13 MPa; in the body of the subgrade – 0.04 MPa, which is significantly less than
the maximum allowable value.
Based on the experimental studies, it was found out that with the existing design of the railway track,
it is advisable to develop trends for further increase in speed. With an increase in the speed of movement
from 140 to 176 km/h, the values of the studied parameters decrease: vertical force
(9.39 %), lateral force (19.79 %); stresses in the edge of the rail flange (15.86 %); stresses in the edge
of the rail head (16.67 %); stresses in the neck of the rail (8.74 %). This indicates a sufficiently large
margin of safety of the elements of the railway track. Knowing the sections of the railway track where
the increase in speed will be implemented, it is necessary to carry out control and elimination of

7
PRTM 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 985 (2020) 012007 doi:10.1088/1757-899X/985/1/012007

deviations from norms timely.

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