Patent Application
20240068172
The present disclosure relates generally to a track rail fastener, and more particularly to a track rail fastener configured for restraining displacement between a rail plate and a frame.
Rail equipment is used throughout the world to transport persons and all manner of goods and equipment. Parallel track rails supported upon a substrate are used for trains transporting freight and/or passengers in a well-known manner. The track rails are positioned upon and fastened to a substrate using a variety of different mechanisms. Rail fastening and fixation systems include simple plates attaching rails to wooden ties, as well as highly engineered fasteners formed from an assembly of metallic and non-metallic parts attaching track rails to ties or poured concrete, for example.
The immense weight of rail equipment can subject the track rails and fasteners to severe loads and vibrations during service. Track rails and other components also tend to grow or shrink dimensionally with temperature changes. Lateral loads, longitudinal loads, and vibrational phenomena experienced by the fasteners during service can justify routine inspection, adjustment, and replacement.
In one know direct fixation fastener design, a non-metallic material is positioned between a metallic rail plate that contacts and is attached to the track rail and a metallic lower frame that is attached to the substrate. During service, the non-metallic material can be subjected to significant shear stresses, resulting in performance degradation and potentially even total failure if the rail plate and frame are caused to separate. One known direct fixation fastener strategy is known from U.S. Pat. No. 10,089,915 to Constantine.
In one aspect, a track rail fastener includes a rail plate having an upward facing rail support surface extending in a fore-aft direction between a rail plate forward edge and a rail plate back edge, a rail plate lower surface, a first restraint hole upon a first lateral side of the upward facing rail support surface, and a second restraint hole upon a second lateral side of the upward facing rail support surface. The track rail fastener further includes a frame located beneath the rail plate and including a substrate facing lower surface, and a frame upper surface, a first vertical protrusion received through the first restraint hole and a second vertical protrusion received through the second restraint hole. The track rail fastener further includes a non-metallic cushion extending horizontally between the rail plate lower surface and the frame upper surface, and vertically upward, between the rail plate and each of the first vertical protrusion and the second vertical protrusion, within the first restraint hole and the second restraint hole, respectively.
In another aspect, a rail fastening system includes a rail plate having an upward facing rail support surface extending in a fore-aft direction, an outer peripheral surface, a first inner surface, and a second inner surface. The first inner surface forms a first restraint hole spaced inward of the outer peripheral surface and extending through the rail plate upon a first lateral side of the upward facing rail support surface, and a second inner surface forming a second restraint hole spaced inward of the outer peripheral surface and extending through the rail plate upon a second lateral side of the upward facing rail support surface. The rail fastening system further includes a frame having a base plate and each of a first vertical protrusion and a second vertical protrusion extending upwardly from the base plate and positioned to register with the first restraint hole and the second restraint hole, respectively.
In still another aspect, a direct fixation fastener includes a rail plate having an outer peripheral surface, a first inner surface forming a first restraint hole spaced inward of the outer peripheral surface, and a second inner surface forming a second restraint hole spaced inward of the outer peripheral surface. The direct fixation fastener further includes a frame having a substrate facing lower surface, a frame upper surface facing the rail plate, a first vertical protrusion extending through the first restraint hole, and a second vertical protrusion extending through the second restraint hole. The direct fixation fastener further includes a non-metallic cushion sandwiched between the rail plate and the frame, and surrounding the first vertical protrusion and the second vertical protrusion within the first restraint hole and the second restraint hole, respectively.
Referring to
In the illustration of
Referring also now to
Fastener 12 further includes frame 34 located beneath rail plate 14 as noted above, including a base plate 50. Frame 34 also has a substrate facing lower surface 36, and a frame upper surface 38. Frame 34 further includes each of a first vertical protrusion 40 extending upwardly from base plate 50 and a second vertical protrusion 42 extending upwardly from base plate 50. First vertical protrusion 40 and second vertical protrusion 42 are positioned to register with first restraint hole 30 and second restraint hole 32, and as shown assembled in
Frame 34 may further include a first side wing 52 and a second side wing 54. Rail plate 14 may further include a center section 62 that includes rail support surface 16, a left-side section 64, and a right-side section 66 each extending laterally from center section 62. Left-side section 64 may include a clip shoulder 68, a clip heel support surface 72, and side wing 58. Right-side section 66 may include a clip shoulder 70, a clip heel support surface 74, and side wing 60. Side wings 52 and 54 may generally align in the fore-aft direction with side wings 58 and 60, respectively. When fully assembled, non-metallic material in an overmolded jacket may be positioned laterally between the respective aligned side wings.
Each clip shoulder 68 and 70 may include a clip tunnel 56 that receives a central prong of a respective one of rail clips 13. First restraint hole 30 and second restraint hole 32 may be positioned laterally between rail support surface 16 and first side wing 58 and second side wing 60, respectively. First clip shoulder 68 and second clip shoulder 70 may be positioned laterally adjacent to first restraint hole 30 and second restraint hole 32, respectively. Clip heel support surface 72 and clip heel support surface 74 may be positioned forwardly adjacent to first restraint hole 30 and rearwardly adjacent to second restraint hole 32, respectively. It can also be noted that, depending upon perspective, first restraint hole 30 and first vertical protrusion 40 are longitudinally forward, and second restraint hole 32 and second vertical protrusion 42 are longitudinally rearward. First anchor hole 44 may be located rearwardly of first vertical protrusion 40 and left-side section 64, and second anchor hole 46 may be located forwardly of second vertical protrusion 42 and right-side section 66.
Referring also now to
As further illustrated in the drawings, it can be seen that first inner surface 26 has a plurality of restraint faces 82 forming first restraint hole 30. Second inner surface 38 is analogously configured. First vertical protrusion 40 includes a plurality of protrusion faces 84 each facing one of the respective plurality of restraint faces 86. Second vertical protrusion 42 is analogously configured. In an embodiment, each of first inner surface 26 and second inner surface 28 includes restraint faces that are finite in number, and each respective plurality of protrusion faces 84 may be matched in finite number and each oriented generally parallel to one of the respective plurality of restraint faces 82. Each respective plurality of restraint faces and each respective plurality of protrusion faces may be four in number, generally defining a quadrilateral pattern in a top view. It can also be noted from the drawings that first vertical protrusion 40 and second vertical protrusion 42 may have a frustrum shape and extends vertically upward to a location approximately vertically aligned with an upper end of the respective restrain hole 30 and 32. The frustrum shape may include a frusto-pyramidal shape. As shown in
Referring to the drawings generally, when system 10 is installed for service track rail 19 rests upon rail support surface 16, and is clamped to rail plate 14 by way of rail clips 13 supported in clip shoulders 68 and 70. Non-metallic material of cushion 80 fills the space surrounding each respective vertical protrusion 40 and 42. Cushion 80 is also sandwiched between rail plate 14 and frame 34 and forms a continuous non-metallic layer horizontally and vertically between rail plate 14 and frame 34 that electrically isolates rail plate 14 and frame 34 from one another and transmits loads from track rail 19 to substrate 21. Cushion 80 can attenuate vibrations and limit transmission of vibrations between rail plate and frame 34.
When a load is applied to track rail 19, such as a longitudinal or fore-aft load applied by braking wheels of a locomotive or rail car upon track rail 19, the load can be transmitted from track rail 19 to rail plate 14. The placement of material of cushion 80 longitudinally between vertical protrusions 40, 42 and rail plate 14, can attenuate the load that is ultimately transferred to frame 34 held fast in substrate 21. As a result, shear forces that might otherwise be experienced by the sandwiched cushion 80 can be reduced, and resistance against failure of the non-metallic material and separation of rail plate 14 and frame 34 improved to extend service life.
The present description is for illustrative purposes only and should not be construed to narrow the breadth of the present disclosure in any way. Thus, those skilled in the art will appreciate that various modifications might be made to the presently disclosed embodiments without departing from the full and fair scope and spirit of the present disclosure. Other aspects, features and advantages will be apparent upon an examination of the attached drawings and appended claims. As used herein, the articles “a” and “an” are intended to include one or more items, and may be used interchangeably with “one or more.” Where only one item is intended, the term “one” or similar language is used. Also, as used herein, the terms “has,” “have,” “having,” or the like are intended to be open-ended terms. Further, the phrase “based on” is intended to mean “based, at least in part, on” unless explicitly stated otherwise.
