Dimensions and tolerances in the “wheelset — railway track” system are interconnected, since the normative values of geometric parameters and shape of the elements of the wheelsets and the track's upper structure are directly de pendent. In 2018– 2019 in order to establish the minimum permissible thickness of wheel flanges for freight cars in operation and to determine the influence of the thickness and shape of wheel flanges on the safe passage of turnout elements, JSC “VNIIZhT” conducted comprehensive stu dies, including the development of a methodo logy and mathematical modeling of the interaction of wheelsets and turnout elements. Features of modeling the dynamic proces ses of the entry of the first bogie of a freight car into the railway turnout when running to the side track are presented. The process of moving a freight car along the turnout is described de pending on the geometric parameters of the wheelset and track elements of the turnout, the position in the gauge of its first bogie before running into the switch point. Results of calculations of the lateral forces of the interaction of the wheelset and the turnout show that when running on, the maximum forces occurred during wheel impacts in the turnout elements, which depend on the conditions of the bogie entering the turnout. The initial position of the bogie and the peculiarities of its motion in the gauge determine the position of the meeting point and the value of the angle of incidence, their combination determines the maximum value of the force when moving to the lateral track, which, depending on the entry conditions, can differ by more than twice. Calculations showed that a change in the angle of inclination of the flange from 60 to 70° leads to a decrease in the safety factor of rolling stock on the turnout by 1.5 times. Required minimum value of the inclination of the wheel flange, ensuring safety (qR parameter), is determined by the creation of conditions that do not allow the wheel to run onto the tip of the switch point. Under existing norms of wear of turnout elements and the relative position of their rail elements, as well as taking into account the results of the calculations, the permissible value of qR should be in the range of 6.0...6.5 mm.

When implementing new or modernized rolling the train in most cases is in the range of 0.9-0.95 and varies de-stock, one of the main problems is the provision of both traffic pending on the position in the track of a group of wheelsets. The safety, and the strength of the carriage and the ways that are de-correlation level of the frame force measured in the carriage and termined by forces in the wheel - rail system. It is almost impossible the sum of lateral forces by its average values is 0.98. A practical to directly measure the forces of interaction between the crew and method for determining the forces of interaction with respect to the track. Their determination can be carried out by measuring the stresses in the neck of a rail was proposed by Schlumpf. It involves stresses in rails, the interdependencies of which with forces are of determining the difference of the moments in the two cross sections a probabilistic nature. Correlation of the strength and stresses for of the rail neck with the angular moment of resistance to bending being equal. In this case, when the scale factors are equal to the difference of the moments, the lateral force is determined. The calculations were made by subtracting electrical signals (four strain gauges were included in the shoulders of the Wheatstone bridge), and a separate bridge was used to determine the vertical load. Errors in determining the lateral force are due to inaccurate location of the sensor sticking, the difference in the dimensions of the rail neck and the displacement of the point of application of the vertical load on the rail head. However, since the maximum forces are realized when the wheel climbs on the rail, this displacement varies insignificantly. Therefore, the results obtained can be used in conducting certification tests. The method of digital processing of data on stresses at three points of the rail neck requires for its implementation more strain gages, but the accuracy of its results is much higher, since it depends only on the errors of preliminary calibration of the cross sections. The error in calculating the forces does not exceed 4%, which shows the expediency of using the three-point method in determining the interaction forces to establish the conditions of circulation.