RAIL WHEEL

INTERACTION
- Nilmani, Prof. Track

RAIL WHEEL INTERACTION

RUNNING OF A RAILWAY VEHICLE OVER A
LENGTH OF TRACK PRODUCES DYNAMIC
FORCES BOTH ON THE VEHICLE AND ON
THE TRACK
THE INTERACTION AFFECTS BOTH TRACK
AND RAILWAY VEHICLE RAIL WHEEL
INTERACTION

EFFECT OF VEHICLE ON TRACK

LARGE DYNAMIC FORCES
DETERIORATION OF TRACK GEOMETRY
TRACK COMPONENT WEAR & DAMAGE
NOISE

EFFECT OF TRACK ON
VEHICLE
SAFETY
RIDING COMFORT
COMPONENT WEAR & DAMAGE

UNDERSTANDING RAIL -WHEEL

INTERACTION

DERAILMENT BY FLANGE MOUNTING

WHEEL CONICITY AND GAUGE PLAY
WHEEL OFF-LOADING
CYCLIC TRACK IRREGULARITIESRESONANCE & DAMPING
CRITICAL SPEED
TRACK / VEHICLE TWIST

SELF CENTRALIZING CONED WHEELS

Sinusoidal motion of wheelset

SINUSOIDAL MOTION OF VEHICLE

PLAY BETWEEN WHEEL SET

AND RAILS
G = Gw + 2 tf + s
G is track gauge 1676 mm (BG)
Gw is wheel gauge 1600 mm (BG)
tf is flange thickness
28.5 mm new; 16mm worn out
s is standard play
= 19mm for new wheel
= 44mm for worn out wheel

 Mean
Position

Typical
(Asymm
etrical)
Position
Extreme
Position

EFFECT OF PLAY
Lateral Displacement Y = a sin wt
a amplitude = /2 = Play/2
Lateral velocity = aw cos wt
Lateral Acceleration = -aw2 sin wt
Max acc = -aw2
Angular Velocity w =

2f

KLINGELS FORMULA (1883)

Wave Length 0 of a Single wheel
0

rG
2

G = Dynamic Gauge
r = Dynamic Wheel Radius
= Conicity
0

;Frequency

CONCLUSIONS
With increase , 0 reduces, f increases oscillations
increase instability
For high speed low 1 in 40 on high speed routes
Worn out wheel increases increasing instability
For wheel set (MULTIPLE RIGID WHEELS)

l
1
G

l= Rigid wheel base

EFFECT OF PLAY

4 v
acc a.
2

acc

As conicity increases Lateral Acceleration

Increases
acc a /2 play
As play increases Lateral Acceleration
Increases

CONCLUSIONS
EXCESSIVE OSCILLATIONS DUE
TO
Slack Gauge
Thin Flange
Increased Play in bearing & Journal
Excessive Lateral and Longitudinal
Clearances

Increased Derailment Proneness

Wheel-set on Curve

THE PROCESS OF FLANGE CLIMBING DERAILMENT

SECTIONAL PLAN OF WHEEL

FLANGE AT LEVEL OF FLANGE TO
RAIL CONTACT

ZERO ANGULARITY (PLAN)

POSITIVE ANGULARITY (PLAN)

NEGATIVE ANGULARITY (PLAN)

EXAMPLES OF WHEEL SET COFIGURATION

WITH POSITIVE ANGULARITY

ZERO ANGULARITY
(ELEVATION)

POSITIVE ANGULARITY
(ELEVATION)

NEGATIVE ANGULARITY
(ELEVATION)

FORCES AT RAIL-WHEEL CONTACT AT

MOMENT OF INCIPIENT DERAILMENT

FORCES AT RAIL-WHEEL CONTACT AT

MOMENT OF INCIPIENT DERAILMENT
Resolving Along Flange Slope
R= Q cos + Y sin . 1.
For safety against derailment
Derailing forces > stabling forces
Y cos + R > Q sin
Substituting R from equation 1
Y cos + (Q cos + Y sin ) > Q sin
Y (cos + sin ) > Q (sin - cos )

Y
(sin cos )

Q
(cos sin )

Nadals Equation (1908)

Y
tan

Q 1 tan
For Safety: LHS has to be small. RHS has to be
large
Y Low
Q High
Low
tan Large

FACTORS AFFECTING SAFETY

Flange Slope
= 90 would indicate higher safety.

However, with slight angularity, flange contact

shifts to near tip.

Safety depth for flange reduces resulting into

increase in derailment proneness

FACTORS AFFECTING SAFETY

Flange Slope
ANGULARITY is inherent feature of
vehicle movement. If the vehicle has
greater angularity, should be less for
greater safety depth of flange tip.
However, there is a limit to it, as this
criterion runs opposite to that indicated
by Nadals formula.

FACTORS AFFECTING SAFETY

Flange slope
On I.R., for most of rolling stock = 68 12
(flange slope 2.5:1)
For diesel and electric locos, the outer wheels
encounter greater angularity for negotiation of
curves and turnouts. For uniformity, same
adopted for all wheels.
kept as 700 on locos upto 110 kmph
kept as 600 on locos beyond 110 kmph

FACTORS AFFECTING SAFETY

Flange slope
With wear increases, but results in greater
biting action, hence increase in .

FACTORS AFFECTING SAFETY

OTHER FACTORS INFLUENCING NADALS FORMULA
INCREASES WITH INCREASED ANGULARITY, (PROF.
HEUMANN)

0.0
0.02

0.0
0.27

(acting upwards for positive

angularity)

FACTORS AFFECTING SAFETY

OTHER FACTORS INFLUENCING NADALS
FORMULA
Greater eccentricity (positive angularity)
increases derailment proneness as flange safety
depth reduces.
Persistent Angular Running
As positive angularity increases derailment
proneness, persistent angularity leads to greater
chances of derailment.

FACTORS AFFECTING SAFETY

Not possible to know values of Q, Y, , and
eccentricity at instant of derailment.
Calculations by NADALs formula not to be
attempted.
Qualitative analysis by studying magnitude of
defects in track/vehicle and relative extent to
which they contribute to derailment proneness,
should be done.

DEFECTS/FEATURES
AFFECTING
1. Rusted rail lying on cess, emergency xover
2. Newly turned wheel tool marks
3. Sanding of rails (on steep gradient,
curves)
4. Sharp flange (radius of flange tip < 5mm)
increases biting action

DEFECTS/FEATURES CAUSING
INCREASED ANGLE OF ATTACK

Excessive slack gauge

Thin flange (<16mm at 13mm from flange tip for
BG or MG)
Excessive clearance between horn cheek and
axle box groove
Sharp curves and turnouts
Outer axles of multi axle rigid wheel base subject
to greater angularity, compared to inner wheel

DESIGNED ANGULARITY WHILE

NEGOTIATING CURVE

PLAY HELPS THE WHEEL NEGOTIATE

CURVE

DEFECTS/FEATURES FOR
INCREASED ANGLE OF ATTACK
DEFECTS / FEATURE FOR INCREASED
POSITIVE ECCENTRICITY
WHEEL FLANGE SLOPE BECOMING STEEPER
(THIS DEFECT REDUCES SAFETY DEPTH AS
ECCENTRICITY INCREASES)

DEFECT/FEATURES CAUSING
PERSISTENT ANGULAR RUNNING
DIFFERENCE IN WHEEL DIA MEASURED ON
SAME AXLE
INCORRECT CENTRALISATION & ADJUSTMENT
OF BRAKE RIGGING AND BRAKE BLOCKS
WEAR IN BRAKE GEARS
HOT AXLE
HIGHER COEFFICIENT OF FRICTION
DIFFERENT BEARING PRESSURES

STABILITY ANALYSIS
Q & Y Instantaneous values, measurement by
MEASURING WHEEL
Hy = Horizontal force measured at axle box level
Q = (Vertical) spring deflection x spring constant

STABILITY ANALYSIS
Nadals Formula

Y
tan

Q 1 tan

Dry Rail 0.33

Wet Rail 0.25
Lubricated Rail 0.13
Rusted Rail 0.6

for =68, =0.25

RHS works out to 1.4, rounded off to 1.0 for a
factor of safety
On I.R. Hy/Q measurement over 0.05 sec.
It is one of the criteria for assessing stability of
Rolling Stock

 LIMITING VALUES OF Y/Q RATIO VS TIME

DURATION (JAPANESE RAILWAY)

 DIRECTION OF SLIDING FRICTION AT TREAD OF

NON-DERAILING WHEEL

CHARTETS FORMULA
Y
Qo
K1 K 2
Q
Q

tan
K 1
'
1 tan
K2 = 2(+ )

'

= Angle of coning of wheel = 1/20 = 0.05

= 0.25

K1 = 2

K2 0.7

FOR SAFETY

y
Qo
2 0.7
Q
Q
Y >2Q 0.7Qo
2Q <Y + 0.7Qo
As Y 0

2Q <0.7Qo

Q < 0.35Qo

Instantaneous Wheel Load Q should not

drop below 35% of nominal wheel load Qo.
For safety, the Q limited to 60 % of Qo

EFFECT OF TWIST ON VEHICLE

REFERRING TO FIG.
a = Distance between centres of the
spring A&B bearing on the wheel set
PA = Load reaction in spring A
PB = Load reaction in spring B
G = Dynamic gauge
R1 = rail reaction under wheel 1
R2 = rail reaction under wheel-2
e = amount of overhang of spring centre
beyond the wheel rail contact point.

Contd..

Let the rail under wheel-2 be

depressed suddenly by an extent
Zo, so that the instantaneous
value of R2 becomes zero, i.e. the
wheel load of wheel-2 drops to
zero.

Contd..

Under effect of lowering of rail, spring B would

elongate and load reaction PB would drop
Taking moments about spring B
PA a+ m (G/2+e)
= R1 (G +e) + R2e
= R1 (G+e) (since R2 = 0)

(i)

Taking moments about spring A

PB a+ m (G/2+e)
= R1e + R2 (G+e)
= R1e (since R2 = 0)

(ii)

Contd..
Subtracting (i) from (ii)
(PA-PB) a = R1G
or PA PB = R1 G/a
Now, R1 + R2 = T/2
R1 = T/2, since R2 = 0
PA PB = T/2 *G/a

Contd..

Difference in deflections of the springs A &

B (owing to difference in the load reactions
viz PA PB = f (PA PB), where f is specific
deflection (assuming f to be the same for all
the springs)
That is, the difference in deflections of the
two springs. = f *T/2* G/a

 By geometry, the above difference implies

a difference in the levels of the two rails
under the wheel set under consideration,
to be

T G G
T G
f
f

2 a a
2 a

 Obviously, this is the extent by which

the rail under wheel 2 would required
to be depressed to reduce R2
instantaneously to zero.
2
i.e.
1
2

T G
Z0 f

2 a

EFFECT OF TRACK AND

VEHICLE TWIST
Track Defect that will completely off
load the wheel
Zo = fT (G/a)2
This equation is given by Kereszty

EFFECT OF STIFFNESS OF
SPRINGS
Larger f i.e. deflection per unit,
better from off loading point of
view

LOADED / EMPTY
CONDITION OF VEHICLE
Larger the T, Better it is
An empty wagon is more prone for
derailment

 G/a RATIO - should be Large

Overhang should be less
G/a ratio less for MG than BG

VARIATIONS IN SPRING
STIFFNESSES
One spring
Zs = x/2 (G/a)
x Defect in one spring
Diagonally opposite springs
Zs = x (G/a) = 2Zs

TORSIONAL STIFFNESS OF
VEHICLE UNDER FRAME
Converted to Equivalent Track Twist
Zu = T/4 (G/a)2
Specific deflection of a corner of
under frame
Torsionally flexible under frame is
desirable
Riveted under frame desirable as against
welded one

TRANSITION OF A CURVE
Track
Cant Gradient should be as flat as possible
Effect on vehicle
Zb = i.L,
i Cant Gradient
L = wheel base
Longer wheel base is not desirable

PERMISSIBLE TRACK TWIST

Zperm = 0.65 Zo Zs + Zu Zb
(If one spring is defective)
Zperm = 0.65 Zo 2Zs + Zu Zb
(If two diagonal springs are defective)

Motions of Vehicle
(a) Linear oscillation; (b) rotational
oscillation

Motions of Vehicle

HUNTING: COMBINED ROLLING + NOSING (VIOLENT

MOTION)

TRACK & VEHICLE DEFECTSS

CAUSING VARIOUS PARASITIC
MOTIONS
A.

TRACK DEFECTS
X-Level
Loose Packing
Low Joint
Alignment
Slack Gauge
Versine Variation

PARASITIC MOTION
Rolling
Bouncing, Rolling
Pitching
Nosing, Lurching
Nosing, Lurching
Nosing, Hunting

VEHICLE DEFECTS CAUSING

PARASITC MOTION
A. VEHICLE DEFECT
Coupling
Worn wheel

Ineffective spring

Side Bearer
Clearance
In-effective Pivot

PARASITIC MOTION
Shuttling, Nosing
Hunting, Nosing,
Lurching
Bouncing, Pitching,
Rolling
Rolling, Nosing
Nosing

Contd..

TRACK DEFECT

MODE OF
OSCILLATIONS

AFFECTS
VALUE

Low joint
Unevenness
Loose Packing

Bouncing & Pitching

Alignment
Gauge Fault

Lurching, Nosing &

Rolling

Y
Q

Twist

Rolling

The above track defects when occurring in cyclic form would

cause external excitation
Hence, Adequate Damping Necessary

EFFECT OF CYCLIC TRACK

IRREGULARITY ON VEHICLE

Contd

Oscillation mode of vehicle will be

bouncing and pitching
For speed v = 13 m/s, excitation freq.
t=13m
For speed v = 26 m/s excitation freq. =
2 cps, t=13m
This is forcing frequency, f = v/t

Contd
Natural frequency of a vehicle in a particular
mode of oscillation : Frequency of osc. in that
mode, when system oscillates freely, after
removal of external forcing frequency.
For simple spring of stiffness k & mass m
natural freq.,

1
fn= 2

k
m

For 2 stage suspension system, there would be

2 natural frequencies.

RESONANCE
Natural Frequency =

1
2

k
m

k = Spring Stiffness
m = Mass
If frequency caused by external excitation
is equal to natural frequency, resonance
occurs under no damping condition

FOUR TYPES OF FREE OSCILLATIONS FOR SAKE OF

COMPARISON

 MAGNIFICATION FACTOR VERSUS FREQUENCY RATIO

FOR VARIOUS AMOUNTS OF DAMPING FOR SIMPLE
SPRING MASS DAMPER SYSTEM SHOWN.

PRIMARY HUNTING
WHEN THE BODY OSCILLATIONS
ARE HIGH WHILE THE BOGIE IS
RELATIVELY STABLE
EXPERIENCED AT LOW SPEEDS
MAINLY AFFECTS RIDING COMFORT

SECONDARY HUNTING
WHEN THE BODY
OSCILLATIONS ARE RELATIVELY
LESS. WHILE THE BOGIE
OSCILATIONS ARE HIGH
EXPERINCED AT HIGH SPEEDS
AFFECTS VEHICLES STABILITY

CRICITAL SPEED
THE SPEED AT THE BOUNDARY
CONDTION BETWEEN THE STABLE &
UNSTABLE CONDITON IS CALLED AS
CRITICAL SPEED OF THE VEHICLE
THE SPEED FOR WHICH THE ROLLING
STOCK IS CLEARED FOR THE SERVICE
IS NORMALLY ABOUT 10 TO 15% LESS
THAN THEC RITICAL SPEED AT WHICH
THE VEHICLE HAS BEEN TESTED.

FACTORS AFFECTING CRITICAL

SPEED
1. VEHICLE WHEEL PROFILE
2. RAIL HEAD PROFILE, INCLINATION &
GAUGE
3. RAIL WHEEL COEFF. OF FRICTION
4. AXLE LOAD AND DISTRIBUTION OF
VEHICLE MASS
5. DESIGN AND CONDITION OF VEHICLE
SUSPENSION

LATERAL STABILITY OF
TRACK
LATERAL TRACK DISTROTION
DUE TO
LESS LATERAL STRENGTH
EXCESSIVE LATERAL FORCES
BY VEHICLE

LATERAL STABILITY OF
TRACK
THIS STUDY IS IMPORTANT
FOR
ASSESSMENT OF STABILITY OF
ROLLING STOCK
INVESTIGATION OF
DERAILMENTS

PRUDHOMES FORMULA
Hy > 0.85 (1+P/3)
Hy> LATERAL FORCE
P = AXLE LOAD (t)

Allowable Twist in Track

RDSO letter no CRA 501 dtd 29.04.83
Speed Peak value of Peak value of
(KMPH) UN on 3.6m
TW on 3.6m
chord (mm)
chord (mm)

Twist
(mm/M)

75

14

13

1 in 276

60

16

15

1 in 240

45

22

22

1 in 163

30

24

25

1 in 144

15

33

30

1 in 120

Allowable change in gauge

Maximum gauge variations permitted are not
laid down. In any case, the safety tolerances
are not laid down in the manual
Para 237(8)(a): It is a good practice to maintain
uniform gauge over turnouts
If there is a derailment over P & Cs, the gauge
variation is often a point of controversy.
We shall use the allowable variation in versines
to check if the gauge variation is within limits