Keyway tie

Abstract

A tie having a non-linear keyway under the overlying rail to provide support to restrain lateral and longitudinal movement of the rail. A fastening system to hold rails down on a tie comprises a rail plate that may be fastened to the tie within the keyway. The fasteners are protected to avoid damage in case of a derailment or other adverse conditions. Also disclosed are visual inspection mechanisms to assist with determining whether a fastening system is securely attached to the tie.

Claims

1. A railway tie having an upper surface to support a rail crossing a longitudinal axis of said tie, said rail being supported on an upper surface of a rail plate, comprising: at least one keyway in said railway tie upper surface; wherein a protrusion on a lower surface of said rail plate is accommodated within said keyway, and interaction between said protrusion and said keyway restrains said rail and said rail plate from moving along said longitudinal axis and transverse said longitudinal axis.

2. The railway tie of claim 1, wherein said keyway comprises at least one edge and said edge is not perpendicular to said longitudinal axis.

3. The railway tie of claim 2, wherein said keyway is shaped like an hourglass.

4. The railway tie of claim 1 wherein said keyway comprises a plurality of edges and at least one of said edges is not perpendicular to said longitudinal axis.

5. The railway tie of claim 1, further comprising a fastening assembly to secure said rail to said tie, said fastening assembly comprising: shoulders on said rail plate upper surface to define a rail seat therebetween, said rail seat being configured to accommodate a base of said rail; at least one recess within said rail seat to accommodate a fastener configured to secure said rail plate to said tie.

6. The railway tie of claim 5 further comprising a cap configured to: fit within said recess; and cover an upper portion of said fastener.

7. The railway tie of claim 6 wherein said cap further comprises a recess to accommodate said upper portion of said fastener.

8. The railway tie of claim 7 where said recess in said cap is non-circular.

9. The railway tie of claim 5, wherein said protrusion on said lower surface is shaped and sized to fit within said keyway.

10. The railway tie of claim 5, further comprising a rail plate pad configured to rest between said lower surface of said rail plate and said keyway.

11. The railway tie of claim 5, further comprising a rail seat pad configured to rest between said rail seat and said rail.

12. The railway tie of claim 11 wherein an underside of said rail seat pad comprises at least one protrusion configured to fit within said recess and to cover an upper portion of said fastener.

13. The railway tie of claim 12 wherein said rail seat pad protrusion further comprises a recess to accommodate said upper portion of said fastener.

14. The railway tie of claim 13 where said recess in said rail seat pad protrusion is non-circular.

15. The railway tie of claim 10, further comprising an inspection apparatus to indicate whether said rail plate is secured to said railway tie, said apparatus comprising: at least one protrusion on said upper surface of said tie; and at least one aperture on said rail plate, said aperture being aligned with said tie protrusion such that alignment of said rail plate and said keyway allows said tie protrusion to extend through said rail plate aperture and be visible above said upper surface of said rail plate; wherein misalignment of said rail plate and said keyway will result in said tie protrusion receding from said rail plate aperture.

16. The railway tie of claim 15 wherein said tie protrusion is anchored in said tie.

17. The inspection apparatus of claim 15, wherein said protrusion is cast into said upper surface of said tie.

18. The inspection apparatus of claim 15 further comprising: an elongated pin configured to fit through an eye in said at least one protrusion and to extend at least partially across said tie; said pin being further configured to break when said misalignment causes said protrusion to recede from said aperture; and said pin comprising at least one extension configured to be visible in a first position outside said rail plate when said pin is intact, and being further configured to move to a second position when said pin breaks.

19. The inspection mechanism of claim 18 wherein said protrusion and said aperture are located within said recess in said rail plate.

20. A fastening assembly for a railway tie to secure a rail to said tie, said fastening assembly comprising: a rail plate having an upper surface and an opposed lower surface; shoulders on said rail plate upper surface to define a rail seat therebetween, said rail seat being configured to accommodate a base of said rail and said shoulders being configured to accommodate rail fasteners to hold said rail in said rail seat; a rail seat pad configured to rest between said rail seat and said rail; at least one recess within said rail plate to accommodate a fastener configured to secure said rail plate to said tie; and a cover configured to overlay an upper portion of said fastener, said cover comprising at least one protrusion from an underside of said rail seat pad.

21. The fastening assembly of claim 20 wherein said protrusion further comprises a recess to accommodate said upper portion of said fastener.

22. The fastening assembly of claim 21 where said recess in said rail seat pad protrusion is non-circular.

23. The fastening assembly of claim 20, further comprising a rail plate pad configured to rest between said lower surface of said rail plate and said tie.

24. The fastening assembly of claim 20, further comprising an inspection apparatus to indicate whether said rail plate is secured to said tie, said apparatus comprising: at least one protrusion on an upper surface of said tie; and at least one aperture on said rail plate, said aperture being aligned with said tie protrusion such that installation of said rail plate on said tie allows said tie protrusion to extend through said rail plate aperture and be visible above said upper surface of said rail plate; wherein misalignment said rail plate on said tie will result in said tie protrusion receding from said rail plate aperture.

25. The fastening assembly of claim 24, wherein said tie protrusion is anchored in said tie.

26. The fastening assembly of claim 24, wherein said protrusion of said inspection apparatus is cast into said upper surface of said tie.

27. The fastening assembly of claim 24, said inspection apparatus further comprising: an elongated pin configured to fit through an eye in said at least one protrusion and to extend at least partially across said tie; said pin being further configured to break when said misalignment causes said protrusion to recede from said aperture; and said pin comprising at least one extension configured to be visible in a first position outside said rail plate when said pin is intact, and being further configured to move to a second position when said pin breaks.

28. The fastening assembly of claim 27 wherein said protrusion and said aperture of said inspection apparatus are located within said recess in said rail plate.

29. The fastening assembly of claim 28 wherein said recess of said inspection apparatus is located in said rail seat.

30. The fastening assembly of claim 24, wherein said rail plate further comprises a protrusion on said lower surface, said protrusion being shaped and sized to fit within a keyway on an upper surface of said tie.

31. An inspection apparatus to indicate whether a rail plate is secured to a railway tie, said apparatus comprising: at least one protrusion on an upper surface of said tie; and at least one aperture on said rail plate, said aperture being aligned with said protrusion such that installation of said rail plate on said tie allows said protrusion to extend through said aperture and be visible above an upper surface of said rail plate; wherein misalignment of said rail plate and said tie will result in said protrusion receding from said aperture.

32. The inspection apparatus of claim 31, wherein said protrusion is anchored in said upper surface of said tie.

33. The inspection apparatus of claim 31, wherein said protrusion is cast into said upper surface of said tie.

34. The inspection apparatus of claim 31 further comprising a rail plate pad configured to fit between said rail plate and said tie.

35. The inspection apparatus of claim 34 wherein said rail plate pad further comprises at least one aperture aligned with said rail plate aperture and adapted to accommodate said tie protrusion.

36. The inspection apparatus of claim 31 further comprising: an elongated pin configured to fit through an eye in said at least one protrusion and to extend at least partially across said tie; said pin being further configured to break when said misalignment causes said protrusion to recede from said aperture; and said pin comprising at least one extension configured to be visible in a first position outside said rail plate when said pin is intact, and being further configured to move to a second position when said pin breaks.

37. The inspection mechanism of claim 36 wherein said protrusion and said aperture are located within a recess in said rail plate.

38. The inspection mechanism of claim 37 wherein said recess is located under a rail seat of said rail plate.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) At least one mode for carrying out the invention in terms of one or more examples will be described by reference to the drawings thereof in which:

(2) FIG. 1 is a perspective view of a railway tie having the keyway and a first embodiment of the rail fastening assembly of the invention;

(3) FIG. 2 is a side view of the keyway and rail fastening assembly of FIG. 1;

(4) FIG. 3 is an exploded view of the keyway and rail fastening assembly of FIG. 1;

(5) FIG. 4 is a perspective view of a railway tie having the keyway and a second embodiment of the rail fastening assembly of the invention;

(6) FIG. 5 is a side view of the keyway and rail fastening assembly of FIG. 4;

(7) FIG. 6 is an exploded view of the keyway and rail fastening assembly of FIG. 4;

(8) FIG. 7 is a perspective view of a part of a railway tie having the keyway and a third embodiment of the rail fastening assembly of the invention;

(9) FIG. 8 is a perspective view of a first embodiment of an inspection mechanism of the invention;

(10) FIG. 9 is a side view of the inspection mechanism of FIG. 8;

(11) FIG. 10 is a side view of a second embodiment of an inspection mechanism of the invention; and

(12) FIG. 11 is an interior view of the inspection mechanism of FIG. 10.

DETAILED DESCRIPTION OF AT LEAST ONE MODE FOR CARRYING OUT THE INVENTION IN TERMS OF EXAMPLE(S)

(13) As best seen in FIG. 1, a typical tie 10 is an elongated body with an upper surface 26 which is crossed by a pair of rails 12. A rail plate 14 may be provided under the rail 12 for support and stability, and to reduce contact pressures on the upper surface 26 of the tie 10, to reduce or eliminate rail seat deterioration. The rail plate 14 may be fastened to the tie 10 by any suitable, preferably removable, fasteners; several plate fasteners are known and may be used, such as bolts with threaded inserts, snap connections, cables, cast threaded studs, and twist locks, among others. The plate fasteners may be mounted directly on the upper surface 26 of the tie 10, outside of the rail plate 14, as long as they apply sufficient force to hold the rail plate 14 to the tie 10.

(14) The rail plate 14 comprises a rail seat 16 to accommodate the base of rail 12. The rail plate is defined by shoulders 18, which retain rail fasteners, such as clips 20, to hold the base of the rail 12 to the rail plate 14. Shoulders 18 also serve to provide a bearing surface for the edge of rail to bear against, thereby providing gauge restraint. It will be evident that the rail plate 14 carries the means to retain the rail fasteners, avoiding the need to use concrete ties having cast-in shoulders or other inserts, along with specific rail fasteners to match those inserts. The invention therefore provides flexibility, as the type of fastener used can be changed simply by using a different rail plate 14, which can therefore accommodate different rail sizes. Essentially, the tie is generic, instead of being restricted to the particular type of elastic clip associated with the clip-receiving shoulders or inserts that are cast into the tie. If it is desired to use a different elastic clip, it is possible to merely change out the plates to obtain clip receiving systems compatible with the new preferred clips, rather than having to change the entire tie. The shoulders 18 and associated rail fasteners illustrated are exemplary; several rail fasteners are known and may suitably be used, such as resilient clips driven longitudinal to the rail, resilient clips driven perpendicular to the rail, and resilient clips tensioned via screws or bolts. Production of the tie may also be simpler, as it can be made without worrying about proper insertion of various cast-in shoulders or other inserts for various clip systems. In addition, damaged clip retainers may be repaired or replaced simply by replacing the plate, rather than requiring an entirely new tie.

(15) Cushioning means, such as rail plate pad 22 may be provided between the rail plate 14 and the tie 10. The thickness, hardness, geometry and other properties of rail plate pad 22 may be selected to provide desired track deflection, vertically and laterally.

(16) As best seen in FIG. 2, the lower surface of rail plate 14 is not planar, as it comprises a depending portion 28. The depending portion 28 is shaped to fit within a keyway 24 in the upper surface 26 of tie 10. Rail plate pad 22 is similarly provided with a lower section 30 which is shaped to fit between the keyway 24 and the depending portion 28. It can be seen that the depending portion 28 is not necessarily co-extensive with the base of the rail 12, nor is it necessarily directly underneath the base of rail 12, although either or both may be true in different embodiments. The use of a rail plate will significantly reduce or even eliminate rail seat deterioration as it reduces stresses from rail base into the concrete. Further, by providing a rail plate, the plate to concrete area is significantly greater versus the typical concrete tie rail base to concrete area, which helps to spread the forces from the rail plate over a larger area of the tie, therefore reducing or eliminating abrasion of the concrete.

(17) Referring now to FIG. 3, the keyway 24 is preferably a shape that is at least partially more than merely a single straight, linear shape, and has edges that are at least partially not perpendicular to the long edges 44 of the tie 10, which run parallel to the longitudinal axis of the tie 10. In the illustrated embodiment, the edges 46 of keyway 24 are approximately in the shape of an hourglass, which comprises four edges 46a, 46b, 46c, 46d, each of which are non-perpendicular relative to the edges 44 of the tie 12. The angled edges will provide both lateral support, i.e. along the axis of the tie 10, and longitudinal support, i.e. along the axis of the rail 12, helping to keep the rail plate 14 (and thus the rail 12) from moving laterally on the tie 10 as well as longitudinally relative to the tie 10. It will be understood that the illustrated hourglass is an effective embodiment, but other shapes having at least one or more non-perpendicular or partially non-perpendicular edges would also be effective. Some exemplary keyway shapes that would also be effective include a polygon, including but not limited to a pentagon, a hexagon or an octagon, an X, a T, an I, a V, a circle, a diamond with angled or rounded edges, a cross or a plus sign. In any case, the keyway 24, and thus the tie 10, absorbs forces transmitted from passing trains, instead of stressing the fasteners holding the assembly to the tie. It will further be understood that the keyway 24 may extend completely across the width of the tie between long edges 44, as shown, but need not do so. More specifically, while it is preferred that the keyway 24 intersect both edges 44, which would be most efficient for draining water away from the rail, it will be understood that the keyway 24 may instead intersect one or neither of long edges 44.

(18) The shape of the keyway may therefore alone provide adequate support to sufficiently limit movement of the rail plate 14 and rail 12 relative to the tie 10. It will be understood that there is some resiliency offered by the plate pad 22 that will allow plate lateral and longitudinal deflection under load. This may allow a concrete tie to behave in a manner similar to wood or may simply offer more resiliency against vibration and also to help distribute the load amongst more ties. In the case of loss of under-tie support, however, additional security is provided to ensure the retention of rail plate 14 on tie 10 through the use of one or more removably secured plate-to-tie fasteners, such as bolts 34. In the embodiment shown in FIG. 3, the plate fasteners 34 are located in the rail seat 16, under the base of the rail 12. One or more recesses 32 may be provided in rail seat 16, with corresponding recesses 36 and 38 provided in rail plate pad 22 and in the tie 10, respectively, to accommodate the plate fasteners 34. Recesses 32 and 36 are preferably somewhat larger than the body of plate fastener 34, allowing some degree of movement of rail plate 14 and rail plate pad 22 about the body of plate fastener 34. This also helps to ensure that forces from passing trains are transmitted into the keyway 24 and the tie 10, rather than into the plate fastener 34. Washers 40 may be provided to assist in securing the plate fasteners 34 through the slightly enlarged recesses.

(19) It can be seen that in this embodiment, any fasteners 34 holding the rail plate 14 and rail plate pad 22 in place on the tie 10 are substantially protected from damage that might be caused, for example, by a train wheel during a derailment. Further protection of the plate-to-tie fasteners 34 may be provided by one or more caps 42, which fit over the top or heads 48 of the plate fasteners 34. The recesses 32 are preferably sized to allow the heads 48 of plate fasteners 34 to lie below the upper surface 50 of the rail seat 16, such that the upper surface 52 of caps 42 is either co-planar with the upper surface 50 or is slightly recessed. This arrangement allows the rail 12 to sit securely within rail seat 16 while still protecting the heads 48 of plate fasteners 34. As can be seen in FIG. 3, recesses 32 and caps 42 may be any suitable shape but are preferably non-circular, which will tend to reduce the likelihood that the caps will rotate or otherwise move under forces applied to the assembly by passing trains. This in turn helps to prevent the plate fasteners 34 from loosening under those forces. In a further aspect, cap 42 may be provided with a non-circular recess 54 on its underside; the non-circular recess 54, which may be hexagonal as an example, will interact with the head 48 of plate fastener 34 to prevent it from turning and therefore loosening.

(20) A second embodiment of the invention is shown in FIGS. 4-6. In this and the other embodiments to be described, the same reference numbers are used to denote the same parts as those in the embodiment shown in FIGS. 1-3.

(21) In this embodiment, rail plate 14 is provided with shoulders 18 shaped to accommodate a different type of rail fastener, in this case an e-clip 120. Again, this type of shoulder and rail fastener are exemplary; because the plate is changeable, any suitable rail fasteners may be used, including those that can be driven in a direction perpendicular to the rail, longitudinal to the rail or using tension. Again, the rail fasteners may instead be mounted directly on the upper surface 26 of the tie 10, outside of the rail plate 14, as long as they apply sufficient force to hold the base of the rail 12 to the tie.

(22) FIG. 6 illustrates another embodiment of means by which the plate-to-tie fasteners can be protected, in the form of a rail seat pad 56 that fits in rail seat 16 between shoulders 18. Rail seat pad 56 also cushions the contact between rail 12 and rail plate 14. The underside of rail seat pad 56 may be flat, such that it lies over bolt caps 42 (not shown) as described with respect to the previous embodiment. Alternatively, the underside of rail seat pad 56 may be provided with one or more depending portions 58, shaped to fit into the one or more recesses 132 in rail seat 16 that hold the plate fastener 34 and recess 32. The depending portions 58 may sit on top of cap 42 (not shown) if provided, or depending portions 58 may be provided with one or more recesses 60 to fit directly over the head 48 of one or more plate fasteners 34. Without separate bolt caps, this embodiment may be simpler and less expensive to install.

(23) Rail seat pad 56 may have an upper surface 62 that is substantially flat, or may be provided with one or more raised edges 64. Edges 64 assist with electrical insulation between the rail 12 and the rail plate 14. Edges 64 may be provided in different thicknesses, allowing some amount of gauge adjustability, which can help simplify installation of the rail 12 on the tie 10.

(24) Instead of or in addition to providing one or more plate fasteners 34 located under the rail seat, plate fasteners 34 may be located outside of the rail seat 16, as shown in FIG. 7. One or more recesses 72 are provided in rail plate 14 for plate fasteners 34. The recesses 72 are preferably sized to accommodate plate fasteners 34 such that heads 48 lie below the upper surface 66 of the rail plate 14. This provides some protection for the plate fasteners 34 in case of an impact. Further protection may be provided with fastener caps 42 (not shown), as described in previous embodiments. The caps 42 may be co-planar with the upper surface 66, slightly recessed, or proud of the rail bearing surface, which may enhance longitudinal restraint. This arrangement protects the heads 48 of plate fasteners 34 while allowing ready access to the plate fasteners 34 for visual inspection to ensure that the plate fasteners 34 are in place and secure. Recesses 72 and caps 42 may be any suitable shape but are preferably non-circular, which will tend to reduce the likelihood that the caps will rotate or otherwise move under forces applied by passing trains. This in turn helps to prevent the plate fasteners 34 from loosening under those forces.

(25) An inspection mechanism, best shown in FIGS. 8 and 9, may be particularly useful when the plate fasteners themselves are not readily visible. In one such mechanism, upper surface 26 of tie 10 is provided with one or more upstanding protrusions 68. The protrusion 68 may be cast directly into the upper surface 26, or may be anchored in the concrete of tie 10. The rail plate 14 has at least one aperture 70 which corresponds to a protrusion 68. The aperture 70 may be in the body of the plate 14 or may extend out in a tab 71, as shown, which may be easier to visually monitor. When the plate fasteners 34 (not shown) are fully inserted, the protrusion 68 passes though aperture 70 and is visible through the upper surface 66 of the rail plate 14. If a plate fastener loosens, the rail plate 14 will tend to move upward, and possibly laterally, relative to the rail plate pad 22 when the rail 12 is not under downward pressure from a passing train. The physical separation of the rail plate 14 from the rail plate pad 22 and/or from the upper surface 26 of tie 10 will cause the protrusion 68 to recede below the upper surface 66 of the rail plate 14 or to disengage entirely from the aperture 70. In either case, there is quick visual confirmation that the parts are not properly connected, and an indication that repair or replacement is required.

(26) FIGS. 10 and 11 show a second embodiment of the inspection mechanism of the invention. In this embodiment, protrusion 68 is provided with an eye 74, through which an elongated pin 76 may pass. The elongated pin 76 extends such that an extension 78 provided thereon is visible outside of the rail plate 14. Extension 78 is shown as a leg extending from pin 76, but it will be understood that any configuration and placement of extension 78 relative to pin 76 may be used, as long as the extension is visible for inspection. If the rail plate 14 moves upward due to loosening of the plate fasteners 34 (not shown, for clarity), the physical separation of the rail plate 14 from the rail plate pad 22 and/or from the upper surface 26 of tie 10 will cause the protrusion 68 to recede below the upper surface 66 of the rail plate 14, putting pressure on the pin 76 and breaking it. The broken pin is then free to rotate or otherwise move, such that the extension 78 moves from a first position, shown in solid lines in FIG. 10, to a second position, shown in dashed lines in FIG. 10. The pin preferably extends across the tie as in the embodiment shown, which provides more space for the extension 78 to move when the pin 76 breaks, but any configuration in which movement of the extension 78 is readily discernible will be sufficient. Further, in the embodiment shown, the protrusion 68 is provided in the recess 132 underneath a portion of the rail. This may help to isolate the protrusion 68 and pin 76, but these parts may also be placed elsewhere on the rail plate 14.

(27) In the foregoing description, exemplary modes for carrying out the invention in terms of examples have been described. However, the scope of the claims should not be limited by those examples, but should be given the broadest interpretation consistent with the description as a whole. The specification and drawings are, accordingly, to be regarded in an illustrative rather than a restrictive sense.