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JRC2010-36022
JRC2010-36022
[A] [B]
Figure 2. [A] The Abaqus simplified 3-D geometry model;
[B] The Abaqus full 3-D geometry model.
In order to evaluate the insulated joint bar design family,
the design variables for the parametric FEA models were first
Figure 1. Three families of design features were evaluated. identified. For this family, the design variables include: 1) the
The insulated joint bar family was selected for this study.
number of bolts and their spacing, 2) the thickness of joint bar,
3) the length of the joint bar, 4) the diameter of the bolt, and 5)
The double insulated sleeve family features two ceramic coated the thickness of the ceramic coated steel sleeve. In addition,
sleeves positioned on both sides of the rail. The insulated standard load cases and boundary conditions were selected to
sleeves fit into machined holes in the joint bar and provide a maintain continuity between models. It was concluded from
gap between the joint bar and the rail. The bolt is inserted research and discussions with Transportation Technologies
through the sleeve to achieve electrical isolation with the rail Center, Inc. (TTCI) that the AREMA (American Railway
and joint bar. The single insulated sleeve family features a Engineering and Maintenance-of-Way Association) rail joint
similar design where one ceramic coated sleeve is pressed acceptance standard test rig was an appropriate starting point to
through a larger diameter hole in the rail. The bolt is then derive the failure criteria for the evaluation of the Abaqus
inserted through the sleeve to achieve electrical isolation. The models [3]. This test rig was used as the basis for the boundary
insulated joint bar family features a smaller diameter ceramic conditions and wheel load locations, and a schematic of this
coated sleeve that extends through the entire rail and joint bar apparatus is shown in Figure 3.
cross-sections. The joint bar is isolated from the rail at the web
with a Teflon sheet. The bolt is inserted through the insulated
sleeve to maintain electrical isolation.
While the end result of this study is the analysis and
evaluation of all the design families, this paper will focus on
the development of models characteristic of the insulated joint
Table 1. Dimensions and section properties for the coupled The post-processing spreadsheets that were developed during
beam model. the initial calculations can again be used to calculate the factors
Young's of safety for the joint in both yield and fatigue by inputting the
Section Base, Height, Length, Modulus, transverse shear forces from Abaqus. In addition, the joint’s
vertical deflection was examined in Abaqus to determine its
Inch Inch Inch ksi adherence to the displacement failure criteria.
Rail 2.00 7.31 60.00 30000
The results of the beam model analysis showed that the
Joint
maximum vertical deflection was 0.03 inches, which meets the
Bar 2.00 4.54 42.00 30000
vertical deflection failure criteria. It was found that the center
loading condition yields the highest loads in the negative
Because the joint bar and rail will deflect as the joint is loaded
(downward) vertical direction and the overhung right condition
due to the elasticity of these members, the inflation of the yields the highest loads in the positive (upward) vertical
reacting forces at the bolted connection will be reduced. direction. These load cases became the maximum and
The two dimensional Abaqus beam model utilized the minimum load cases for the fatigue analysis of the joint. Using
"beam" type element with previously specified section and the post-processing spreadsheets, the minimum factor of safety
material properties. The material selected for this model is in fatigue was 0.2 for the bolt. The von Mises stress output
standard steel with an elastic modulus of 30,000 ksi and a from Abaqus was used in addition to the yield strength of the
Poisson’s ratio of 0.3. Because of the limitations of a two- design material to calculate the static yield factor of safety for
dimensional model, the bolt was not modeled as an additional the bolt. The calculated minimum factor of safety in yield was
beam element. Instead, the bolts are represented by coupling 0.5. These results suggest that the beam model is still
constraints between the joint bar and rail section. Coupling constrained by the rigid member assumption in the coupled
constraints tie the joint bar and rail together in the horizontal connection. In addition, the beam model helped define fatigue
and vertical directions at nodes located at the bolt locations. load cases for continued analysis of the joint by identifying the
Therefore, the coupling constraints represent the bolts as rigid maximum and minimum load cases from the three AREMA
connections between the joint bar and rail sections. In addition, vertical wheel load cases.
the beam model is not capable of representing the contact
SIMPLIFIED 3-D GEOMETRY MODEL
present between the joint bar and rail in the real geometry.
In order to verify the results of the beam model, a second
The beam model utilized the AREMA standard boundary
FEA model was built in Abaqus using three-dimensional
and loading conditions for a railway joint shown in Figure 3. continuum elements. The purpose of this model is to maintain
Because the beam model did not represent the bolts explicitly, a parametric relationship based on design variables that can
preload, and shrink fits could not be represented in the model.
eventually be coded or programmed to update the model as the
The beam model was meshed with simple meshing, and did not design variables are changed by the user. Once again, the
require additional elements for convergence. The reacting design parameters include: 1) the number of bolts and their
forces or primary shear on the bolts were found by querying the
spacing, 2) the thickness of joint bar, 3) length, of the joint bar,
ACKNOWLEDGMENTS
The authors would like to thank the Association of
American Railroads and its technical center, Transportation
Technology Center, Inc., for supporting this project. Special
thanks are due to Mr. Dave Davis for serving as Technical
Monitor for the AAR-affiliated program at the Railway
technologies Laboratory (RTL) of Virginia Tech.
REFERENCES
[1] Allen, C.J., 1973, “Modern Railways: Their Engineering,
Equipment and Operation”. Greenwood Press,
Publishers, Westport, CT.
[2] Charlton, Zachary I., 2007, “Innovative Design Concepts
for Insulated Rail Joints”, M.S. Thesis, Virginia Tech,
Blacksburg, VA.
[3] AREMA , 2000, Manual for Railway Engineering ,
American Railway Engineering and Maintenance-of-Way
Association, Landover, MD, Vol. 1, Chapter 4
[4] Akhtar, M.N., D.D.Davis, O’Connor, T., 2009, “Revenue
Service Evaluation of Advanced Design Insulated
Joints”, http:// www.arema.org/ eseries/scriptcontent/
custom/e_arema/library/2008_Conference_Proceedings/