Module 6: Train-Track Dynamics

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Module Objectives
Understanding the Rail/Wheel Interface Identifying Force Generators Understanding Force Effects

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Train-Track Dynamics
Definition
Interaction of forces occurring as train moves over the track structure
Lateral Forces Vertical Forces Vehicle Dynamics Rail & Wheel Profile

Many factors affect these forces

Train Speed & Handling Train Consist & Placement of Cars, etc.
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L/V Ratio
L/V Definition Effect on Stability Lateral Forces Vertical Forces Wheel/Rail Profile

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Lateral Forces
Flanging Force Centrifugal Force Frictional Curving Force Coupler Force Buff & Draft Force Truck Hunting Track Geometry Force
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Frictional Curving Force

Difference in Distance Outside Vs. Inside Wheel Rolls in Curve Effect of Conical Wheel Tread Generation of Creep Forces
Cause Truck to Steer to Curve Outside Magnitude of Forces Vs. Wide Gage, Corrugations & Geometry Problems

Importance of Lubrication
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Coupler Forces

Position of Coupler Faces in Curves Long Car Coupled to Short Car Longitudinal Force Effect Angularity of Couplers Torque Applied at Wheel-Rail Interface
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Buff & Draft Forces

Longitudinal Train Forces Result of Changes in Gradient, Curvature & Speed Buff - Run-in = Train in Compression - Produces Outward Force on Curve, Increases Vertical Load on Outside Draft - Run-Out = Train in Tension Produces Inward Force on Curve, Increases Vertical Load on Inside

Slack 6"/Car 50' Slack/6000' Train

Train in Simultaneous Buff & Draft -Torque Produced - Force Applied at Coupler Resisted at the Rail
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Hunting
Caused by:
Empty or lightly loaded cars (though heavy cars can also hunt). Train speeds above 45 mph. Dry rail. Three piece freight car truck. Roller side bearings. Tangent track or curvature of 1 degree. Roller bearing wheelsets. Worn wheel treads having a hollow appearance over good quality track. Poor vertical snubbing.

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Track Geometry Forces

Lateral Force Result of Changes in Alignment & Gage
Wide Gage > Truck Hunting at High Speeds Tight Gage > Truck Hunting at Low Speeds

Vertical Force Result of Changes in Cross-level/Superelevation & Profile

Vehicle Rocks About CG Produces Horizontal Component at Rail because of Shift in CG
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Vertical Forces
Vehicle Weight Unbalanced Elevation in Curves Car/Locomotive Dynamics Track Geometry Input Coupler Forces

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Effects of Centrifugal Force

OVERBALANCE Centrifugal Center of Force Gravity EQUILIBRIUM UNDERBALANCE

Center of Gravity

Centrifugal Centrifugal Center of Force Force Gravity

Resultant Gravity

Resultant Gravity

Resultant Gravity

Superelevation

Superelevation

Superelevation

Vmax

Ea + 3 = 0.0007D

Amount of Underbalance

Vmax = Maximum allowable operating speed (mph). Ea = Average elevation of the outside rail (inches). = Degree of curvature (degrees). D
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Car & Locomotive Dynamics

Bounce
Increase & Decrease Vertical Loading Speeds > 40 MPH

Bounce & Pitch Change in Track Modulus Result of Surface Pitch Variations
Varying Vertical Load Transfers End to End
Square Joints
Wheel Climb & Short Flange Marks
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Track Geometry
Deviations in Geometry Accentuate Pitch & Bounce
Deviation in Uniform Profile Mismatched, Bent or Battered Joints Worn Points/Battered Frogs & Crossing Diamonds Poor Cross-level
Rock & Roll

Spirals
Warp Forces Suspension Diagonally to Limits
Bind Side Bearings - Trucks Can't Turn
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Harmonic Oscillation
Rock & Roll
High Center of Gravity Cars & Low Joints at Truck Spacing Rocking Magnifies Alternate Rocking on Other Rail Wheel Lift on Successive Joints Especially Dangerous on Curves Resonance Occurs at Critical Speed Critical Speeds Occurs at Multiples of Frequency & Wavelength
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Center of Gravity & Oscillation

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Longitudinal Coupler Forces

Loaded car coupled to empty car (difference in compression of springs). Differences in wheel wear, especially with multi-wear wheels. Inequality of track surface, or sharp vertical curvature. Vehicle bounce or pitch. Effects of slack run-in or run-out.

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Coupler Forces & Derailments

Time duration of coupler forces Train consist and makeup Train handling by crew Terrain Geometry of coupled cars

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Rail-Wheel Profile

New Wheel & New Rail

New Wheel & Worn Rail

Worn Wheel & Worn Rail

Worn Wheel & New Rail

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Critical L/V Ratio

L/V = 1.29 wheel may climb new rail.

L/V = .82 wheel lift impending.

L/V = .75 wheel may climb worn rail.

L/V = .64 rail overturn force starts (unrestrained rail may overturn: rail rollover).

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QUESTIONS?
Author: Joseph E. Riley, P.E. Federal Railroad Administration (202) 493-6357 joseph.e.riley@dot.gov

Contributors: Robert Kimicata, P.E. Kimicata Rail Consulting (847) 394-4105 rdkimicata@krailinc.com

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