See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/352241676

Develop a New Approach Measuring the Wheel/Rail Interaction Loads

Conference Paper · April 2021

DOI: 10.1115/JRC2021-58471

CITATIONS READS
7 218

3 authors, including:

Yu. P. Boronenko Rustam Rahimov

Sankt -Petersburg State Transport University Tashkent State Transport University
46 PUBLICATIONS 187 CITATIONS 48 PUBLICATIONS 151 CITATIONS

SEE PROFILE SEE PROFILE

All content following this page was uploaded by Rustam Rahimov on 26 July 2021.

The user has requested enhancement of the downloaded file.

 Proceedings of the 2021 Joint Rail Conference
JRC2021
April 20-21, 2021, Virtual, Online

JRC2021-58471

DEVELOP A NEW APPROACH MEASURING THE WHEEL/RAIL INTERACTION LOADS

Yuriy Boronenko Rustam Rahimov Waail Mahmod Lafta1

St. Petersburg State St. Petersburg State School of Engineering
Transport University Transport University Griffith University
Saint Petersburg, Russia Saint Petersburg, Russia Brisbane, Australia

ABSTRACT o In Europe and North America, the “American method” is

Determine and control the impact of rolling stock on the used to measure lateral forces [5, 6], based on measuring the
railway track, one of the significant subjects of railway stresses in the rail with strain gauges located on the rail foot at
engineering, especially with heavy traffic and innovative freight an angle of 45 ° the longitudinal axis of the rail. The performed
cars with increased axle loads. Different methods utilized to theoretical and experimental studies [6] to determine the
measure the lateral impact of rolling stock on a railway based correctness of the “American method” showed linear
on the use of strain gauges installed on the rail differ in the dependence of the lateral forces measured values on the lateral
location of strain gauges and the specifics of processing the displacement values of the point of application of the resulting
received signals. The shortage of these methods that the lateral spatial force perceived by the railhead.
force arising from the wheel/rail interaction determined when o In the EU, the “French method” [6, 7] is used, based on the
the wheel position over the strain gauges sections. Therefore, measurement of stresses in the rail web from the action of a
continuous registration of details in the wheel/rail contact is bending moment in the horizontal plane created by a lateral force
impossible. Multiple passes of the test rolling stock along the from a passing wheel.
measuring section are required to receive the right results.

In this article, a new method developed to continue

recording the lateral forces of the wheel/rail interaction by
measuring stresses in two sections of the rail on a significant
part of the sleeper space. The railway track experiments
approved this method's ability to restore the lateral force of not
more than 4% standard deviation along the measuring zone's
length and increased the volume of reliable statistical data
obtained, improved the measurement accuracy, and reduced the
time and cost.

INTRODUCTION
Due to the development of heavy traffic, innovative freight cars,
and increased axle loads, monitoring the impact of rolling stock
on the railway track became topically important. Different
methods and technology developed to measure the lateral impact
of rolling stock on a railway track as an example:
Figure: 1. Show the location of strain gauges on the rail neck for
o In Russia, to measure the lateral impact of rolling stock on a measuring lateral forces by the Schlumpf method, where:
railway track, Schlumpf methods are used in accordance with Ly1 & Ly2 - distance from the plane of application of the lateral force P to points
GOST R 55050-2012 [1] and method “RZD-2016” [2]. Other O1 and O2 of the rail cross-section.
methods are also known, for example the method of Lx - is the distance from the plane of application of the vertical force Q
to the vertical Y-axis of the rail symmetry.
O.P. Ershkov [3-4]. All these methods are based on the use of X, Y - directions of the axes of the coordinate system;
strain gages installed on the rail neck, differ in the location of 1,2,3, 4 - strain gauges.
strain gauges and the specifics of processing the received signals.
Schlumpf's method provides for the measurement of lateral
1
Contact author: waelwe@yahoo.com forces by four strain gages [8], installed symmetrically on both

1 Copyright © 2021 by ASME

sides of the rail web. It bases on the linear dependence of the significantly increase the information recorded by strain gauges.
magnitude of the lateral forces P on the difference of opposite Still, it indicated that the obtained results are strongly related to
bending moments ΔM acting on points O1 and O2 of the rail the railway track parameters (the distance between the centers of
cross-section that is mutually symmetric relative to the neutral the sleepers, the stiffness of the rail, the stiffness of the support,
axis of the rail web (Fig. 1). etc.). There are significant differences between the 1520 mm and
Bending moments relative to points O1 and O2 from the the 1435 mm track gauge. Therefore, to improve the accuracy of
action of the vertical force Q and the lateral force P can be written the results, it is necessary to develop a new method that allows
as follows: us to increase the measuring zone, similar to the “French
𝑀𝑂 = 𝑄𝐿𝑥 − 𝑃𝐿𝑦1 ; method” and consider the specifics of current railways.
{ 1 This research aims to determine the suitable locations of the
𝑀𝑂2 = 𝑄𝐿𝑥 − 𝑃𝐿𝑦2 .
strain gauges on the rail to develop new technology for
From Bending moments equation: continuous recording of lateral loads from the Wheel / Rail
interaction over a significant part of the sleep space.
𝑀𝑂1 − 𝑀𝑂2 = 𝑄𝐿𝑥 − 𝑃𝐿𝑦1 − 𝑄𝐿𝑥 + 𝑃𝐿𝑦2 = 𝑃(𝐿𝑦2 − 𝐿𝑦1 ).
DEVELOPMENT OF A NEW METHOD FOR
Then the lateral force P is determined by the expression: CONTINUOUS RECORDING THE LATERAL FORCE IN
THE WHEEL/RAIL INTERACTION.
𝑀𝑂1 − 𝑀𝑂2 ∆𝑀 While the аs prototypes method registration of lateral forces
𝑃= = . (1) described in [7] and method of continuous recording wheel/rail
𝐿𝑦2 − 𝐿𝑦1 ∆𝐿𝑦
vertical forces in two sections of the rail [9, 10] has been adopted,
which increased obtained result accuracy of the vertical effect of
Points O1 and O2 are chosen so that the values of the moment the rolling stock on the track over a significant part of the sleeper
of resistance of the horizontal sections passing through these gap [11-13].
points are equal, and the strain gauges glued vertically to the rail A simplified computational model of a track has used with
neck at the indicated points experience deformations a length of 3500 mm was an R65 rail with boundary conditions
proportional to the significant moments MO1 and MO2. This characterizing the rigidity of the upper structure of the railway
condition ensures by selecting the same thickness of the rail track and fastenings (Fig. 2). As a boundary condition, kinematic
necks along the axis of the strain gages at points O 1 and O2. connections have been assumed, which are elastic elements
However, when the vertical force is displaced relative to the (Elastic Support / Foundation Stiffness), to consider the vertical
middle of the railhead, there is no equality of stresses σy at points and lateral stiffness of the relationship between the rail and
O1 and O2. Therefore, the lateral forces obtained values in the sleepers and the longitudinal stiffness of the rail. In calculations,
wheel-rail contract depend on the center of the contact patch on vertical and lateral forces added together in one section and
the railhead, and errors are inevitable in determining their values. successively have displaced along the rail. Different positions of
To correctly measure the lateral forces, an experimental and the wheelset relative to the longitudinal axis of the rail during
computational method, “RZD-2016” [2], had been developed movement have been considered. Figure 2 represents the Rail
with an arrangement of strain gages similar to that used in the model has been used where:
Schlumpf method. The fundamental difference between the Q - the vertical force; P - lateral force.
“RZD-2016” method and the Schlumpf method located in the l 1 = l 2 = l 3 = l 4 = l 5 - the distance between the supports.
technics used to measure the lateral and vertical forces, as well a – represent the location of the vertical and lateral forces
as the real moment in the rail cross-section when a rolling stock have been applied relative to the axis of symmetry of the inter-
moves along it, and the position of the contact point (acting sleeper’s gap.
force) in the wheel/rail system. Cx and Cy - transverse (horizontal) and vertical stiffness of
When using these methods, the lateral force arising from the the connection between the rail and the sleepers.
Wheel/Rail interaction determines when the wheel position over Cz - longitudinal stiffness of the rail.
the strain gauge sections. Therefore, continuous registration of
forces in the Wheel/Rail contact is impossible. The obtained
results depend on the rolling stock speed and its sampling
frequency. Multiple passes of the test rolling stock along the
measuring section are required to get statistically reliable results.
The research centers of the EU railways use the “French
method” [6, 7], based on the measurement of stresses in the rail
web from the action of a bending moment in the horizontal plane
created by a lateral force from a passing wheel. According to this
method, measures carried out by strain gauges similar to the
Schlumpf method mounted on the rail neck in two rail sections
in each sleeper space. Previous research [6] has shown that the
optimal distance between two measuring sections of a 60E1 rail
located in the area between sleepers is 350 mm, with a space
between the sleepers' axes of 60 cm. This method can Figure 2: Design diagram of the rail.

2 Copyright © 2021 by ASME

Apply vertical loads on the rail's rolling surface; small areas of As a result of multivariate calculations using the finite
the contact patch with an area of 144 mm2 were provided (Fig. element method, the principal's dependencies, normal and
3). Contact patch center: tangential stresses arising in the investigated sections of the rail
• It is in the middle of the railhead. under vertical and lateral forces have been obtained. The
• Displaced 11.7 mm outward from the middle of the railhead. obtained results have been approved using such an arrangement.
• Displaced 11.7 mm inward from the middle of the railhead. It is impossible to accurately determine the value of the lateral
Apply a lateral force to the rail's side edge; the ridge contact force acting on the truck, caused by the nonlinear relationship of
patch areas with an area of 35 mm2 were provided (Fig. 3). The the stresses σy with the displacement of the contact point in the
center of such a platform was at a distance of 13 mm from the transverse direction.
railhead level. At the second stage, multivariate calculations have been
carried out to measure the everyday stresses at points without
preserving the measurement points' symmetrical arrangement
relative to the rail's neutral axis. The best results to estimate the
lateral forces from the wheel/rail interaction have given the
measurement points below the rail's neutral axis. (Fig. 5).

Figure 3: Platforms on the rail surface for applying vertical and

lateral forces.

For stresses analysis depending on the finite element method

(FEM), the ANSYS software package, version 18, has been used.

INVESTIGATION OF THE STRESS-STRAIN OF A RAIL /

WHEEL INTERACTION
At the first stage, the “French method” accuracy has been
investigated by measurements on the track construction of a
traditional 1520 mm as eight virtual measuring points installed
Figure 5: Layout of stress measurement points below the neutral
on both sides of the rail neck in two vertical cross-sections axis of the rail where,
located in the space between sleepers. a - view from the inside of the track; b - outside view; and numbers from 1 to 8
The Ly1, Ly2 values have been changed while maintaining represent sampling point numbers.
the measurement points symmetrical arrangement relative to the
neutral rail axis (Fig. 4). The distance (Ly 2 – Ly1) in the vertical At the designated points, the values of the normal stresses
direction between the measurement points has changed from 5 to σy are determined. In this case, the difference in normal stresses
90 mm with a step of 5 mm, and the distance (l) in the horizontal σy does not depend on the displacement of the vertical force
direction was taken from 274 to 544 mm with a step of 10 mm. across the rail, and equation (1) can be used to determine the
lateral force, as in the Schlumpf method. The value of ΔLy is
constant; the arising stresses linearly depend on ΔM. Therefore,
equation (1) can replace by an equivalent:
∆𝑀
𝑃= = 𝐾∆σ𝑦 .
∆𝐿𝑦
K is a scale factor that depends on the rail section's inertial
characteristics, Δσy is the difference in normal stresses arising at
points (Fig. 5), determined by the formula.

∆σ𝑦 = ( ∆σ𝑦34 + ∆σ𝑦78 ) − ( ∆σ𝑦12 + ∆σ𝑦56 ) , (2)

Figure 4: Arrangement for measuring stresses acting symmetrically

on the rail.

3 Copyright © 2021 by ASME

where Δσy12, Δσy34, Δσy56 and Δσy78 values of the difference
between normal stresses at the measuring points 1 2; 3 4; 5 6 and
7 8, respectively, determined by the formulas:

∆σ𝑦12 = σ𝑦1 − σ𝑦2 ;

∆σ𝑦34 = σ𝑦3 − σ𝑦4 ;
∆σ𝑦56 = σ𝑦5 − σ𝑦6 ;
∆σ𝑦78 = σ𝑦7 − σ𝑦8 .

The calculated values of Δσy using equation (2) under the

action of a vertical force of 120 kN and a lateral force of 45 kN
shown in Fig. 6 as the numbers from -8 to 8 represent the section
numbers. In contrast, the brackets numbers indicate the distance Figure 7: The lateral force in the rail calculate according to equation
from the section and the center of the zone between two adjacent 2, and when vertical force 120KN and lateral force of 45KN acted on
sleepers. the rail.

Based on these results, it has been proposed to restore the

lateral forces during the wheel's interaction with the rail by
installing eight strain gauges in the intersect space below the
neutral axis of the rail and perpendicular to the longitudinal axis
of the rail (Fig. 5). To eliminate the influence of the displacement
of vertical forces relative to the longitudinal axis of the rail and
to ensure the accuracy of measurements of the lateral forces from
the wheel/rail interaction, strain gauges have been installed on
both sides of the rail neck in two vertical cross-sections with
distance 440 mm between them. The sections have been located
symmetrically at 220 mm from the vertical central transverse
plane of the sleeper's gap. Strain gauges with a base of 1-5 mm
have been glued at heights of 67.5 and 72.5 mm from the rail
base.

EXPERIMENTAL STUDIES ON DETERMINATION OF

LATERAL LOADS FROM THE WHEEL / RAIL
INTERACTION.
Experiments have been carried out on a fragment of a
railway track of 3000 mm long, laid on wooden supports (beams)
measuring 100 × 200 × 2000 mm, the spacing of 544 mm. For
experimental test preparation, the rail's precision marking was
Figure 6: The difference between the normal stresses (Δσy) arises carried out between wooden beams in 9 sections, the distance
from the movement along the rail of the vertical and lateral forces. between which is 34 mm. Precision rail marking is given in Fig.
8, where the numbers from -4 to 4 indicate the section numbers,
From figure 6, It is clear that the values of Δσy in the central and the numbers in brackets indicate the distance from the center
part of the sleeper gap are practically independent of the location section (section zero) between the wooden beams.
of the point of the vertical force relative to the middle of the
railhead, but they have some deviations along the measuring
zone, from section –8 to section 8. With an increase in the length
of the measuring spot, the deviation increases.
Thus, the values of Δσy has been obtained, which means the
possibility to determine the magnitude of the lateral force acting
in the wheel/rail interaction by multiplying it by the scale factor
(K).
By using the finite element method and the developed
equation, calculate the lateral force. The obtained results showed
a standard deviation of no more than 4% along the approximately
140 mm measurement zone. Depending on this approach, the
lateral force's values when a vertical force of 120 kN and a lateral
force of 45 kN have been calculated and shown in Fig. 7. Figure 8: Sections of the investigated rail fragment.

4 Copyright © 2021 by ASME

 Then, strain gauges have been glued on both sides of the rail rail web; εxi - linear deformations on the rail web caused by rail
neck in two vertical cross-sections, with the distance between bending.
them 440 mm. The sections are arranged symmetrically at a The difference in normal vertical stresses, expressed in
distance of 220 mm away from the vertical central transverse terms of deformations, is as follows:
plane between the wooden beams. Simultaneously, in contrast to 𝐸
∆σ𝑦12 = σ𝑦1 − σ𝑦2 = (ε − ε𝑦2 );
theoretical studies, where the distance between the measurement 1 − μ2 𝑦1
points is recommended to be 5 mm, in experimental studies, the 𝐸
∆σ𝑦34 = σ𝑦3 − σ𝑦4 = (ε − ε𝑦4 );
distance between the strain gauges centers have been 7 mm 1 − μ2 𝑦3
(Fig. 9). 𝐸
∆σ𝑦56 = σ𝑦5 − σ𝑦6 = (ε − ε𝑦6 );
1 − μ2 𝑦5
𝐸
∆σ𝑦78 = σ𝑦7 − σ𝑦8 = (ε − ε𝑦8 );
1 − μ2 𝑦7
∆σ𝑦 = ( ∆σ𝑦34 + ∆σ𝑦78 ) − ( ∆σ𝑦12 + ∆σ𝑦34 ) =
𝐸
= (ε − ε𝑦4 + ε𝑦7 − ε𝑦8 − ε𝑦1 + ε𝑦2 − ε𝑦5 + ε𝑦6 ),
1 − μ2 𝑦3
where εyi are deformations caused by vertical normal stresses σyi
Figure 9: Installation of strain gauges (number 1 & number 3) on recorded by the i-th strain gauge.
the rail neck (view from the inside of the track). The magnitude of the lateral force, expressed in terms of
deformations εyi, has the form
For experiment purposes, a particular device has been used
to determine the scale of measurement of the strain gauge circuit 𝐸
and simulate the wheel's vertical and lateral impact on the rail, 𝑃 = 𝐾 ∙ ∆σ𝑦 = 𝐾 ∙ (ε − ε𝑦4 + ε𝑦7 − ε𝑦8
1 − μ2 𝑦3 (3)
as shown in Fig. 10. − ε𝑦1 + ε𝑦2 − ε𝑦5 + ε𝑦6 ),
This device was designed to load the rail with a central
vertical load applied along the axis of symmetry and with an
Summation and subtraction of strain signals included in the
offset of ± 20 mm relative to the longitudinal plane of the rail
formula (3) are performed using a full bridge strain gauge circuit
and a horizontal load. The device is equipped with strain gauge
shown in Fig. 11 below. The full-bridge system has four strain
force sensors and electronic dynamometers to determine forces.
gages connected one each to all four legs of the bridge. This
circuit ensures the large output of strain-gage transducers,
improves temperature compensation, and eliminates strain
components.

Figure 10; General view of the device for applying vertical and Figure 11: Full bridge strain gauges circuit.
lateral forces to the railhead, 1 - wooden beams; 2 - rail type P65; 3 - jig for
fixing on the railhead; 4 - hydraulic jacks with spring return of the rod; 5 -
roller supports for moving the device along the rail; 6 - power frame; 7 - hand The expression determines the change in the output voltage
pumps; 8 - two-jaw grips for fixing the device on the rail. of the bridge:
∆𝑅3 ∆𝑅4 ∆𝑅7 ∆𝑅8 ∆𝑅1 ∆𝑅2 ∆𝑅5 ∆𝑅6
∆𝑈 = ( − + − − + − + ) (1 − η)𝑈,
When the wheel moves along the rail and sleepers, 𝑅 𝑅 𝑅 𝑅 𝑅 𝑅 𝑅 𝑅
deformations occur, recorded by the installed strain gauges. where R is the resistance of the strain gages; ΔR1 - ΔR8 - change
Vertical normal stress σyi arising on the rail web is in resistance of strain gauges T1 – T8, respectively; η - is a
proportional to deformations. parameter characterizing the nonlinearity of the measuring
𝐸 bridge (at deformations less than 104 μm / n η <1%); U is the
σ𝑦𝑖 = (ε + με𝑥𝑖 ), voltage of the measuring bridge.
1 − μ2 𝑦𝑖
Resistance change proportional to the deformation
where E is the modulus of elasticity; μ is Poisson's ratio; ε yi - ∆𝑅𝑖
linear deformations caused by normal vertical stresses σyi on the = 𝑘т ε𝑦𝑖 ,
𝑅

5 Copyright © 2021 by ASME

where kT is the coefficient of strain gauge sensitivity. Then the To determine the scale of Ki, graphs of the instrument
change in the output stress has been determined by the formula indicators' dependence on the combination of loads applied to
∆𝑈 = 𝑘т (ε𝑦3 − ε𝑦4 + ε𝑦7 − ε𝑦8 − ε𝑦1 + ε𝑦2 − ε𝑦5 + ε𝑦6)(1 − η)𝑈. (4) the railhead in the 0-0 section has been built (Fig. 13).
The obtained values have been approximated by the squares
∆𝑈
From expressions (3) and (4), we obtain the formula for method depending on the dependence = 𝐾𝑖 𝑃 (U is the voltage
𝑈
calculating the lateral forces arising from the wheel/rail of the measuring bridge, ΔU is the change in the output voltage).
interaction: Based on this, the coefficient Ki has been determined as shown
in Table 1.
𝐸 Table 1. The value of the coefficient Ki
𝑃=𝐾 (ε − ε𝑦4 + ε𝑦7 − ε𝑦8 − εy1 + ε𝑦2 − ε𝑦5 + ε𝑦6 )
1 − μ2 𝑦3 Lateral Ki by
𝐸 ∆𝑈 ∆𝑈 Section Vertical
=𝐾∙ ∙ = 𝐾гр ∙ , (5) Force Cycle measurements,
1 − μ2 𝑘т 𝑈(1 − η) 𝑈(1 − η) No. Force Q, KN
P, KN KN∙V/mV
𝐸 1 1575.1
where 𝐾гр = 𝐾 ∙ - This constant value can be proposed 25 KN 2 1588.3
𝑘т ∙(1−μ2 )
to determine experimentally. 0.2Q; 3 1574.7
Thus, to determine the lateral force from the wheel/rail 0-0
0.4Q 1 1621.7
interaction in the inter-sleeper gap according to expression (5), it 50 KN 2 1619.6
is necessary to install eight strain gauges vertically on both sides 3 1622.6
of the rail neck that a full bridge with a four-wire measuring
circuit connected.
At the first stage, the prepared jig has been used along the
rail sections sequentially (Fig. 8) to apply a central vertical static
load (Q) of 25 and 50 kN followed by a decrease in the load until
the moment complete unloading. When the rolling stock moves,
the wheel/rail contact patch continuously moves in the transverse
plane. The vertical force also changes its location. Therefore, at
the second stage of the experiment, the vertical static load Q
equal to 25 and 50 kN was applied along the rail sections with a
displacement relative to the longitudinal rail axis by 20 mm
outward and inward from the middle of the railhead.
At all stages of the experiment, simultaneously with the
vertical load on the rail fragment, a horizontal transverse load P
was applied at a distance of 20 mm from the railhead level equal
to 0.2Q and 0.4Q.
The registration process in each loading-unloading cycle has
been carried out continuously until the rail fragment has been Figure 13: The graph represents the device readings to the
completely unloaded. The number of loading-unloading cycles combination of loads applied to the railhead in section 0-0.
performed has been at least three times. A typical oscillogram of
the process of loading and unloading a rail fragment in the 0-0 As a result of the statistical analysis of the obtained data, the
section at the same time with a central vertical load of 25 kN and average value of the strain gauge circuit's measurement scale has
side loads of 5 and 10 kN during the experiment shown in Fig. been selected, which is presented in Table 2.
12 below.
Table 2 - Results of statistical analysis of measurement scales.
Parameter Value
Average value, kN * V / mV 1600.33
Standard deviation, kN * V / mV 23.50

According to the received results, the lateral force's

dependences on the point of load application have been
determined (Fig. 14).

Figure 12: Oscillogram of the process of loading and unloading a

rail fragment during the experiment.

6 Copyright © 2021 by ASME

 With a vertical force of 50 kN and a lateral force of 20 kN. The values have been obtained due to the length of the
measuring section (136 mm) shown in Table 3.

Table 3 - Statistical data obtained from the length of the

measuring section (136 mm).
Where:
A- with a vertical force of 50 kN and a lateral force of 20 kN;
B- with a vertical force of 50 kN and a lateral force of 10 kN,
C- With a vertical force of 25 kN and a lateral force of 10 kN;
D- With a vertical force of 25 kN and a lateral force of 5 kN

Loading Scheme
Parameter
A B C D
With a vertical force of 50 kN and a lateral force of 10 kN.
Recovered loads, kN:
mean 20.16 10.04 10.02 5.06
maximum value 20.79 10.38 10.39 5.20
minimum value 19.35 9.71 9.68 4.84
Confidence interval
0.72 0.34 0.36 0.18
width, kN
Standard deviation, kN 0.47 0.24 0.28 0.15
Relative error,% 2.37 2.43 2.82 3.01

CONCLUSION
1. In the article, the wheel/rail interaction loads of type R65 rail
has been investigated theoretically using the finite element
method (FEM), and the method of continuous registration of
With a vertical force of 25 kN and a lateral force of 10 kN. lateral forces in the wheel/rail interaction has been developed by
measuring the normal stresses in two sections of the rail when
the wheel passes the sleeper interval.
2. The research showed that the best option for restoring lateral
forces from the wheel/rail interaction of type R65 rail is the
installation of eight strain gauges at heights of 67.5 and 72.5 mm
from the rail base in two vertical cross-sections, the distance
between them is 440 mm, located symmetrically relative to the
vertical central transverse plane between two adjacent sleepers.
This arrangement of strain gages provides a standard deviation
of the restored lateral force no more than 4% along the measuring
zone's length.
3. Experimental studies have been done to approve the
developed method's ability to determine the lateral force in the
With a vertical force of 25 kN and a lateral force of 5 kN. wheel/rail interaction by measuring the normal stresses in two
sections of the rail. According to the experimental results, there
are no more than 4% error occur. Thus, the developed method of
continuous recording of lateral loads from the wheel/rail
interaction by measuring stresses in two sections of the rail has
increased the volume of reliable statistical data obtained,
improved the measurement accuracy, reduced the time and cost,
and reduce the required number passes of the tested rolling stock
and the number of strain gauges to obtain reliable statistical data.

REFERENCES
[1] GOST R 55050-2012. Railway rolling stock. Norms of
Figure 14: Represent the dependences of the restored lateral permissible impact on the railway track and test methods (with
forces on the point of load application, 1 - under the action of a vertical force Amendment No. 1 dated 01.10.2014). - M.: Standartinform,
in the longitudinal plane of the rail and a lateral force; 2 - under the action of a 2013. - 15 p.
vertical force with the outward displacement of the track and lateral force; 3 - [2] Shevchenko D.V., Savushkin R.A., Kuzminsky Ya.O., Kuklin
under the action of a vertical force with the inward displacement of the track and T.S., Rudakova E.A., Orlova A.M. / Development of new
lateral force; 4 - actual load.

7 Copyright © 2021 by ASME

methods for determining the force factors of the impact of rolling
stock on the track // Technics of railways. - 2018. - No. 1 (41). -
P. 38 - 51. [In the Russian language].
[3] Romen Yu.S., Suslov O.A., Balyaeva A.A. / Determination
of the interaction forces in the wheel-rail system based on the
measurement of stresses in the rail neck // Bulletin of VNIIZhT.
- 2017. - No. 6 (76). - P. 354 - 361. [In the Russian language].
[4] Brzhezovsky A.M. / Methods of experimental evaluation of
lateral forces (review) // Bulletin of VNIIZhT. - 2017. - No. 1
(76). - P. 10 - 18. [In the Russian language].
[5] Boronenko Yu.P., Rahimov R.V. Experimental determination
of side loading from wheel-rail interaction // Transport of the
Russian Federation. - 2019. - No. 6 (85). - P. 50 - 53. [In the
Russian language].
[6] L. Bocciolini, A. Bracciali, L. Di Benedetto, R. Mastandrea
and F. Piccioli / Wayside measurement of lateral and vertical
wheel/rail forces for rolling stock homologation // Proceedings
of the Second International Conference on Railway Technology:
Research, Development and Maintenance, J. Pombo (Editor). -
Civil-Comp Press, Stirlingshire, Scotland. - 2014. - P. 1 - 23.
[7] Moreau А. / La verifcation de la sécurité contre le
déraillement sur la voie spécialisée de Villeneuve-Saint-Georges
// Révue Générale des Chemins de Fer. France. – 1987. Avril 2.
– P. 25-32.
[8] Verigo M.F., Kogan A.Ya. / Interaction of track and rolling
stock. - M.: Transport, 1986. - 559 p.
[9] Boronenko Yu.P., Rahimov R.V., Waail M. Lafta, Dmitriev
S.V., Belyankin A.V., Sergeev D.A. / Continuous monitoring of
the wheel-rail contact vertical forces by using a variable
measurement scale / JRC 2020 // Proceedings of the 2020 Joint
Rail Conference (JRC2020), April 20-22, 2020. - St. Louis,
Missouri, USA: ASME, 2020. - P. 1-3 (DOI: 10.1115 / JRC2020-
8067).
[10] Boronenko Yu.P., Povolotskaia G.A., Rahimov R.V.,
Zhitkov Yu.B. / Diagnostics of freight cars using on-track
measurements // Advances in Dynamics of Vehicles on Roads
and Tracks. Proceedings of the 26th Symposium of the
International Association of Vehicle System Dynamics (IAVSD
2019). Lecture Notes in Mechanical Engineering, August 12-16,
2019. - Gothenburg, Sweden: Springer, Cham, 2020. - P. 164-
169 (DOI: 10.1007 / 978-3-030-38077-9_20).
[11] Boronenko Yu.P., Rahimov R.V., Petrov A.A. / Piecewise
continuous force measurement between wheel and rail of shear
stress in two rail sections // Transport of the Russian Federation.
- 2018. - No. 3 (76). - P. 58-64. [In the Russian language].
[12] Rahimov R.V., Petrov A.A. Accuracy test for restoration of
vertical loads from wheel on rail by stresses in two cross sections
of a rail on test stand // Transport of the Russian Federation. -
2018. - No. 4 (77). - P. 55-58. [In the Russian language].
[13] Boronenko Yu.P., Rahimov R.V., Sergeev D.A.,
Tsyganskaya L.V., Romanova A.A. / Approbation of a new
method for measuring vertical loading from wheel to rail /
Transport of the Russian Federation. - 2019. - No. 1 (80). - P. 56-
59. [In the Russian language].

8 Copyright © 2021 by ASME

View publication stats