Railway Tie Fastening System

Abstract

The disclosed solution generally relates to a rail fastening assembly used to fasten a rail to a railway tie (or sleeper). The disclosed solution comprises a rail fastening assembly, a kit, and a method. The rail fastening assembly comprises a shoulder assembly, a guide plate, and a tension clamp. The guide plate is configured with a plurality of guide plate support segments. The tension clamp is configured with a shoulder engagement segment that is configured to engage with the shoulder assembly. The shoulder assembly is configured with a shoulder post that is configured to engage with the railway tie. The tension clamp may be positioned at the plurality of guide plate support segments in order to engage with the shoulder assembly in various positions before, during, and after installation.

Claims

1. A rail fastening assembly for a railway tie disposed at a rail, the rail fastening assembly comprising: a shoulder assembly; a guide plate, the guide plate having a plurality of guide plate support segments; and a tension clamp, the tension clamp comprising a shoulder engagement segment configured to operatively engage with the shoulder assembly, the tension clamp further being configured to being supported by the plurality of guide plate support segments, the tension clamp further being configured to being supported by the rail.

2. The rail fastening assembly of claim 1, wherein the shoulder assembly comprises: a shoulder; and a shoulder insulator.

3. The rail fastening assembly of claim 2, wherein the shoulder comprises: a shoulder tension clamp receiver, the shoulder tension clamp receiver being configured to receive the tension clamp at the shoulder engagement segment; and a shoulder post, the shoulder post comprising a shoulder post concavity.

4. The rail fastening assembly of claim 3, wherein the shoulder assembly is configured to being disposed, via the shoulder post, at a hole within the railway tie.

5. The rail fastening assembly of claim 3, wherein the shoulder further comprises: a curved segment, the curved segment being configured to support the tension clamp at the shoulder engagement segment.

6. The rail fastening assembly of claim 1, further comprising a base assembly: a railseat pad, the railseat pad having a plurality of tabs; and an abrasion shim, the abrasion shim having a plurality of openings configured to allow the shoulder assembly to be positioned within an opening, the opening belonging to the plurality of openings.

7. The rail fastening assembly of claim 1, wherein the tension clamp further comprises: a rail contact segment, the rail contact segment being configured to operatively interface with the rail; and a guide plate contact segment, the guide plate contact segment being configured to operatively interface with the plurality of guide plate support segments.

8. The rail fastening assembly of claim 7, wherein the plurality of guide plate support segments comprises: a first guide plate support segment; a second guide plate support segment; and a third guide plate support segment.

9. The rail fastening assembly of claim 8, wherein the rail fastening assembly is configured to being positioned in any one of a first position, a second position, and a third position.

10. The rail fastening assembly of claim 9, wherein the first position comprises the rail contact segment being in contact with the second guide plate support segment.

11. The rail fastening assembly of claim 9, wherein the second position comprises the rail contact segment being in contact with the third guide plate support segment.

12. The rail fastening assembly of claim 9, wherein the third position comprises the tension clamp being engaged, with the shoulder assembly, via the engagement segment.

13. A kit configured to fasten a rail to a railway tie, the kit comprising: a plurality of rail fastening assemblies, comprising a first rail fastening assembly and a second rail fastening assembly; and a base assembly, wherein the first rail fastening assembly comprises: a shoulder assembly; a guide plate, the guide plate having a plurality of guide plate support segments; and a tension clamp, the tension clamp comprising a shoulder engagement segment configured to operatively engage with the shoulder assembly, the tension clamp further being configured to being supported by the plurality of guide plate support segments, the tension clamp further being configured to being supported by the rail.

14. The kit of claim 13, wherein the shoulder assembly comprises: a shoulder; and a shoulder insulator.

15. The kit of claim 14, wherein the shoulder comprises: a shoulder tension clamp receiver, the shoulder tension clamp receiver being configured to receive the tension clamp at the shoulder engagement segment; and a shoulder post, the shoulder post comprising a shoulder post concavity.

16. The kit of claim 13, wherein the tension clamp comprises: a rail contact segment, the rail contact segment being configured to operatively interface with the rail; and a guide plate contact segment, the guide plate contact segment being configured to operatively interface with the plurality of guide plate support segments.

17. The kit of claim 13, wherein the base assembly comprises: a railseat pad, the railseat pad having a plurality of tabs; and an abrasion shim, the abrasion shim having a plurality of openings configured to allow the shoulder assembly to be positioned within an opening, the opening belonging to the plurality of openings.

18. A method for fastening a rail to a railway tie using a rail fastening assembly and a base assembly, the method comprising: placing the base assembly under the rail and above the railway tie; and placing the rail fastening assembly at the railway tie, wherein the rail fastening assembly comprises: a shoulder assembly; a guide plate, the guide plate having a plurality of guide plate support segments, comprising a first guide plate support segment, a second guide plate support segment and a third guide plate support segment; and a tension clamp, the tension clamp comprising a shoulder engagement segment configured to operatively engage with the shoulder assembly, the tension clamp further being configured to being supported by the plurality of guide plate support segments, the tension clamp further being configured to being supported by the rail, the tension clamp further comprising a rail contact segment; and placing the tension clamp in a first position, the first position comprising the rail contact segment being in contact with the second guide plate support segment.

19. The method of claim 18, the method further comprising: moving the tension clamp to a second position, the second position comprising the rail contact segment being in contact with the third guide plate support segment.

20. The method of claim 19, the method further comprising: moving the tension clamp to a third position, the third position comprising the tension clamp being engaged, with the shoulder assembly, via the shoulder engagement segment.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0013] The accompanying drawings, which are incorporated herein and constitute part of this specification, illustrate exemplary aspects of the claims, and together with the general description given above and the detailed description given below, serve to explain the features of the claims.

[0014] FIG. 1A is a planar view of a rail fastening system, as shown from a front perspective.

[0015] FIG. 1B is a planar view of a rail fastening system, as shown from a top perspective.

[0016] FIG. 1C is a perspective view of a rail fastening system.

[0017] FIG. 1D is an exploded perspective view of a rail fastening system.

[0018] FIG. 2A is a planar view of a base assembly, as shown from a front perspective.

[0019] FIG. 2B is a planar view of a base assembly, as shown from a top perspective.

[0020] FIG. 2C is a perspective view of a base assembly.

[0021] FIG. 2D is an exploded perspective view of a base assembly.

[0022] FIG. 3A is a planar view of a plurality of shoulder assemblies, as shown from a front perspective.

[0023] FIG. 3B is a planar view of a plurality of shoulder assemblies, as shown from a top perspective.

[0024] FIG. 3C is a perspective view of a plurality of shoulder assemblies.

[0025] FIG. 3D is an exploded perspective view of a plurality of shoulder assemblies.

[0026] FIG. 4A is a planar view of a plurality of guide plates, as shown from a front perspective.

[0027] FIG. 4B is a planar view of a plurality of guide plates, as shown from a top perspective.

[0028] FIG. 4C is a perspective view of a plurality of guide plates.

[0029] FIG. 4D is an exploded perspective view of a plurality of guide plates.

[0030] FIG. 5A is a planar view of a plurality of tension clamps, as shown from a front perspective.

[0031] FIG. 5B is a planar view of a plurality of tension clamps, as shown from a top perspective.

[0032] FIG. 5C is a perspective view of a plurality of tension clamps.

[0033] FIG. 5D is an exploded perspective view of a plurality of tension clamps.

[0034] FIG. 6A is planar view of a rail fastening assembly with a tension clamp in a first position, as shown from a front perspective.

[0035] FIG. 6B is a planar view of a rail fastening assembly with a tension clamp in a first position, as shown from a top view.

[0036] FIG. 6C is a perspective view of a rail fastening assembly with a tension clamp in a first position.

[0037] FIG. 7A is planar view of a rail fastening assembly with a tension clamp in a second position, as shown from a front perspective.

[0038] FIG. 7B is a planar view of a rail fastening assembly with a tension clamp in a second position, as shown from a top view.

[0039] FIG. 7C is a perspective view of a rail fastening assembly with a tension clamp in a second position.

[0040] FIG. 8A is planar view of a rail fastening assembly with a tension clamp in a third position, as shown from a front perspective.

[0041] FIG. 8B is a planar view of a rail fastening assembly with a tension clamp in a third position, as shown from a top view.

[0042] FIG. 8C is a perspective view of a rail fastening assembly with a tension clamp in a third position.

DETAILED DESCRIPTION

[0043] Various aspects will be described in detail with reference to the accompanying drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts. References made to particular examples and implementations are for illustrative purposes, and are not intended to limit the scope of the claims.

[0044] Many problems are found with existing rail fastening systems. One such problem occurs when personnel change the rail, i.e., removing existing rail from existing fasteners then installing new rail into the existing fasteners. These operations happen every twelve to fifteen months on averagecurving segments of track require shorter intervals in many cases. Fasteners become damaged during these rail changing operations. For instance, the bolts or lag screws may sheer at the shaft, causing the head to break loose. Personnel are then required to cut or drill out the remaining shaft of the hardware, likely damaging rail, railway ties, and the fastener base.

[0045] In contrast, the disclosed solution relies on a tension clamp that is mechanically inserted into a guide plate having a shoulder assembly. Bolts, lag screws or similar fasteners are not required to operatively engage/connect the rail to the rail fastening assembly. As such, rail changing operations simply require the removal of the tension clamp before removing the existing (potentially damaged) rail and reinstalling new (undamaged) rail. As such, personnel need not be concerned with the risk of damage to bolts, lag screws, or other similar hardware.

[0046] Another problem with existing rail fastening systems is related to proper torquing of bolts. Since existing solutions rely on bolts (or other similar fasteners), the torque of the bolt is critical to ensure operative connection between the rail and the fastener. When the torque is too low, the rail fastener becomes disconnected from the rail, thus causing risks to rolling stock, property, and even human lives. As such, personnel must constantly check and adjust torque of bolts. This process is labor intensive because personnel must use hand tools (and not visual inspection) to ensure adequate torque values. Further, humans can introduce human error by not adequately adjusting torque and/or failing to observe improper torque during inspection.

[0047] In contrast, the disclosed solution provides a tension clamp that is installed at a guide plate and a shoulder assembly. The tension clamp is mechanically designed to maintain the operative connection between the rail and the rail fastening system. As such, torque values relating to bolts is inapplicablepersonnel need not rely on torquing tools to perform maintenance. Additionally, the disclosed solution enables improved visual inspection of the rail fastening assemblies, which decreases maintenance costs as well as reduces human error related to improper use of tools (e.g., by checking torque values using measuring tools).

[0048] Another issue with existing solutions relates to railway ties being heterogenous within a railway system. Railway operators often install railway ties from various manufacturers. Further, different models from the same manufacturer may be employed. As such, existing railway fasteners may or may not work with a particular railway tie. This leads to the use of various brands and types of rail fastening systems. As such, the railway maintenance costs are increased since personnel are required to service differing types of hardware which leads to inconsistencies that introduce safety risks.

[0049] In contrast, the disclosed solution has high interoperability with many types of railway ties/sleepers. One aim of the disclosed solution is to replace existing, inadequate types of rail fastening systems. To further this aim, the disclosed solution is configured to retrofit into existing, heterogenous railway systems. As such, railway operators may deploy the disclosed solution throughout a system in order to reduce variability in rail fastening systems. Further, the operators are free to use existing railway ties (sleepers) with the disclosed solution. In short, operators may quickly deploy the disclosed solution in order to cure the deficiencies of existing rail fastening systems.

[0050] Another issue with existing systems relates to the shipping of rail fasteners. Since existing systems rely on bolts and tension clamps, the parts are often shipped loose within a crate. These parts must then be assembled by personnel prior to installation. This assembly leads to increased installation time. For example, washers need to be properly installed between bolt heads and tension clamps/clips. If parts are missing, personnel may not notice since a bolt without a washer is still capable of installation but may fail prematurely since required parts are missing in the final installation.

[0051] In contrast, the disclosed solution may be configured prior to shipping such that the components of the rail fastening system are substantially pre-assembled. Specifically, the tension clamp may be shipped in a parked position such that the disclosed rail fastening system is operatively connected during shipping and prior to installation. One of skill in the art will appreciate the advantage of having components substantially, operatively connected is preferable over loose parts. Further, the disclosed solution has fewer components than many existing solutions thus leading to lower risks of missing components. As such, the disclosed solution not only reduces installation costs but also improves safety by avoiding missing components. As will be discussed, the disclosed solution is configured to easily transition from this parked position into a pre-installation position. After the pre-installation position, the tension clamp may be moved into a final installed position. In short, the disclosed solution provides an entire series of positions that accelerate installation and improve safety.

[0052] Another problem relates to base plates (or guide plates) that span the base of the rail, namely from the field side to the gauge side. These types of base plates are difficult to install and maintain since both sides of the plate need to be serviced. For instance, if the field side of the base plate fails, the rail must be entirely removed such that the base plate may be removed. As such, all tension clamps and bolts need to be disengaged. This process is cumbersome and introduces safety risks (e.g., from human error introduced by service personnel).

[0053] In contrast, the disclosed solution comprises a guide plate that is positioned on one side of the rail. Stated differently, the guide plates from the field side may be replaced without replacing the corresponding guide plate from the gauge side (or vice versa). Therefore, service personnel may service one side of the rail without disturbing the other side. One additional benefit is that the gauge and field sides may have different types/makes of rail fastening solutions. For example, an entirely different brand of fastener may be deployed on the reciprocal side of the rail from the disclosed solution. As such, operators may incrementally deploy the disclosed solution without entirely replacing both sides of the rail fasteners (namely, the field side and the gauge side).

[0054] Some existing solutions lack adequate support to prevent tilting of the tension clamp. For instance, a solution that relies on holding the tension clamp at the lateral sides without providing support in important directions may lead to tilting of the tension clamp. This tilting may result in the tension clamp becoming disconnected from the rail. Once the tension clamp is disconnected, the rail may become dislodged, thus leading to catastrophic damage of rolling stock which, in turn, risks injury/death to human beings.

[0055] In contrast, the disclosed solution has a shoulder assembly that firmly holds the tension clamp in a manner that prevents tilting. As such, the tension clamp maintains strong connection/engagement with the base of the rail. This connection ensures the tension clamp does not become disconnected when force is exerted on the rail by rolling stock. Forces may be extreme at curved segments of the rail. Nevertheless, the disclosed solution is configured to maintain operative connection to the rail, thus protecting rolling stock as well as human operators and passengers.

[0056] FIG. 1A is a planar view of a rail fastening system 100, as shown from a front perspective. A plurality of reference axes is shown viz. a first axis 103X, a second axis 103Y (not shown), and a third axis 103Z. The axis 103X is lateral to the direction of travel of rolling stock moving along a rail 201. The axis 103Y is longitudinal to the direction of travel of rolling stock moving along the rail 201. The axis 103Z is the vertical direction in an upward direction.

[0057] The rail fastening system 100 is generally configured to fasten the rail 201 to a railway tie 301. The rail 201 may be any type of rail of any gauge. As shown, the rail 201 is a standard Vignoles rail but may be any type of rail that has a substantially similar base profile. The railway tie 301 may be comprised of wood (lumber), concrete, or a combination thereof.

[0058] The rail fastening system 100 comprises a plurality of rail fastening assemblies 101Z, and a base assembly 110. The rail 201 is generally supported by the base assembly 110 such that the railway tie 301 is not directly in contact with the rail 201. As such, the base assembly 110 comprises a railseat pad 105 and an abrasion shim 107. The railseat pad 105 is generally configured to provide resiliency to the rail fastening system 100. Said resiliency may include distributing loads and mitigating wheel impacts. The railseat pad 105 may be comprised of polymeric material, in one aspect, which provides a level of electrical insulation. The abrasion shim 107 is generally configured to mitigate the development of railseat abrasion (commonly termed RSA in the industry). The abrasion shim 107 may comprise polymeric material which has the added benefit of providing a level of electrical insulation.

[0059] The plurality of rail fastening assemblies 101Z comprise a first rail fastening assembly 101A and a second rail fastening assembly 101B. The plurality of rail fastening assemblies 101Z comprises a plurality of guide plates 109Z, a plurality of tension clamps 111Z, and a plurality of shoulder assemblies 114Z. The first rail fastening assembly 101A comprises a first guide plate 109A, a first tension clamp 111A, and a first shoulder assembly 114A. The second rail fastening assembly 101B comprises a second guide plate 109B, a second tension clamp 111B, and a first shoulder assembly 114B. One of skill in the art will appreciate that the rail fastening assemblies 101A, 101B are substantially similar, with each one being disposed on opposite sides of the rail 201. The plurality of guide plates 109Z comprises the first guide plate 109A and the second guide plate 109B. The plurality of tension clamps 111Z comprises the first tension clamp 111A and the second tension clamp 111B. The plurality of shoulder assemblies 114Z comprises the first shoulder assembly 114A and the second shoulder assembly 114B.

[0060] The plurality of guide plates 109Z is generally configured to provide an interface between the railway tie 301 and the plurality of tension clamps 111Z such that the plurality of fastening assemblies 101Z may operatively connect the rail fastening system 100 to the railway tie 301.

[0061] The plurality of shoulder assemblies 114Z is generally configured to be affixed into the railway tie 301 in order for the plurality of rail fastening assemblies 101Z to hold the rail 201 in place. The plurality of shoulder assemblies 114Z may be preinstalled in the railway tie 301 in one aspect. In another aspect, the plurality of shoulder assemblies 114Z may be retrofit into an existing railway tie 301 via drilling. Further, an adhesive (e.g., epoxy) may be used in order to secure the plurality of shoulder assemblies 114Z.

[0062] The first shoulder assembly 114A comprises a first shoulder 115A and a first shoulder insulator 113A. The second shoulder assembly 114B comprises a second shoulder 115B and a second shoulder insulator 113B. The shoulders 115A, 115B are configured to be embedded into the railway tie 301 via shoulder posts (not shown in the instant view). The shoulders 115A, 115B are disposed above the shoulder insulators 113A, 113B, respectively. The shoulder insulators 113A, 113B are generally configured to provide electrical insulation between the shoulders 115A, 115B and the railway tie 301.

[0063] The rail fastening assemblies 101A, 101B are positioned slightly differently from one another. The rail fastening assembly 101A is configured in a first position wherein the tension clamp 111A is in contact with the railway tie 301 and the guide plate 109A. The first position generally corresponds to a position wherein the rail fastening assembly 109A is not providing tension between the railway tie 301 via the combination of the tension clamp 111A and the shoulder assembly 114A. In other words, the first position is a pre-installation position wherein the rail 201 and the railway tie 301 are not operatively connected.

[0064] In contrast, the rail fastening 101B is configured a third position wherein the tension clamp 111B is in contact with the rail 201 and the guide plate 109B. The third position provides tension such that the rail fastening assembly 101B is holding the rail 201 to the railway tie 301 via the shoulder assembly 114B and the tension clamp 111B. A second position exists but is not shown in the instant views. The second position, as the name suggests, is an intermediate position between the first and third positions. The second position will be disclosed in more detail herein. In short, however, the second position is such that the plurality of tension clamps 111Z may be parked in the plurality rail fastening assemblies 101Z for easy handling, transportation, etc. However, the second position is not such that the rail 201 and the railway tie 301 are operatively connected.

[0065] FIG. 1B is a planar view of the rail fastening system 100, as shown from a top perspective. One of skill in the art will note the first position of the rail fastening assembly 109A and the third position of the rail fastening assembly 101B.

[0066] FIG. 1C is a perspective view of the rail fastening system 100. The abrasion shim 107 is more clearly visible as extending under the plurality of guide plates 109Z (specifically the guide plate 109B in the instant view). Thus, the rail fastening system 100, when installed, is partially insulated from the railway tie 301. Further, the rail 201 itself is partially insulated from the railway tie 301.

[0067] FIG. 1D is an exploded perspective view of the rail fastening system 100. The instant view shows a first hole 303A and a second hole 303B in the railway tie 301. The holes 303A, 303B are generally configured to receive the shoulders 115A, 115B in order to provide fixation to the railway tie 301. In one aspect, an adhesive (e.g., cement, epoxy, etc.) may be applied to the installed shoulder 115A, 115B.

[0068] FIG. 2A is a planar view of the base assembly 110, as shown from a front perspective. The railseat pad 105 and the abrasion shim 107 are shown in more detail.

[0069] FIG. 2B is a planar view of the base assembly 110, as shown from a top perspective. The railseat pad 105 and the abrasion shim 107 are shown in more detail.

[0070] FIG. 2C is a perspective view of the base assembly 110. The railseat pad 105 and the abrasion shim 107 are shown in more detail.

[0071] FIG. 2D is an exploded perspective view of the base assembly 110. The railseat pad 105 comprises a plurality of tabs 135Z which is turn comprises a first tab 135A, a second tab 135B, a third tab 135C, and a fourth tab 135D. The plurality of tabs 135Z is generally configured to hold to the railseat pad 105 in position.

[0072] The abrasion shim 107 comprises a plurality of openings 137Z which, in turn, comprises a first opening 137A and a second opening 137B. The plurality of openings 137Z is generally configured to enable the shoulder assemblies 114A, 114B to protrude along the axis 103Z such that the plurality of tension clamps 111Z may engage the shoulder assemblies 114A, 114B.

[0073] FIG. 3A is a planar view of the plurality of shoulder assemblies 114Z, as shown from a front perspective. A first shoulder tension clamp receiver 121A and a second shoulder tension clamp receiver 121B are obscured in the instant view. The shoulder tension clamp receivers 121A, 121B are generally configured to receive the plurality of tension clamps 111Z, respectively.

[0074] FIG. 3B is a planar view of the plurality of shoulder assemblies 114Z, as shown from a top perspective. A first curved segment 138A and a second curved segment 138B are disposed on the ventral surface of the shoulder assemblies 114A, 114B, respectively. The curved segments 138A, 138B enable the tension clamps 111A, 111B to rest on the shoulder assemblies 114A, 114B when the rail fastening assemblies 101A, 101B are in the first position.

[0075] FIG. 3C is a perspective view of the plurality of shoulder assemblies 114Z. The shoulder tension clamp receivers 121A, 121B are more clearly shown. The rail fastening assembly 101B is engaged in the third position wherein the tension clamp 111B is substantially locked in the shoulder tension clamp receiver 121B.

[0076] FIG. 3D is an exploded perspective view of the plurality of shoulder assemblies 114Z. The instant view shows the shoulder 114A comprising a shoulder post 120A. Similarly, the shoulder 114B comprises a shoulder post 120B. The shoulder posts 120A, 120B are generally configured to provide fixation within the interior of the railway tie 301 via the holes 303A, 303B, respectively. In one aspect, the shoulder posts 120A, 120B are operatively connected to the railway tie 301 using an epoxy adhesive. In order to provide more stability and fixation, the shoulder posts 120A, 120B comprise a first shoulder post concavity 119AA and a second shoulder post concavity 119BA, respectively. One of skill in the art will appreciate that any size and quantity of shoulder post concavities may be present in commercial deployment. In one aspect, the shoulder posts 120A, 120B may be threaded.

[0077] FIG. 4A is a planar view of the plurality of guide plates 109Z, as shown from a front perspective. The guide plate 109A comprises a first opening 141A and a second opening 141B (both obscured in the instant view). The openings 141A, 141B are generally configured to enable the plurality of shoulder assemblies 114Z to extend along the axis 103Z in order to enable the plurality of tension clamps 111Z to engage the shoulder assemblies 114Z.

[0078] The plurality of guide plates 109Z comprise a number of guide plate support segments that hold the tension clamps 111A, 111B in position when engaged with the plurality of shoulder assemblies 114Z. Specifically, the guide plate 109A comprises a plurality of guide plate support segments 139AZ. Similarly, the guide plate 109B comprises a plurality of guide plate support segments 139BZ. The plurality of guide plate support segments 139AZ comprises a first guide plate support segment 139AA, a second guide plate support segment 139AB, and a third guide plate support segment 139AC. Likewise, the plurality of guide plate support segments 139BZ comprises a first guide plate support segment 139BA, a second guide plate support segment 139BB, and a third guide plate support segment 139BC.

[0079] The guide plate support segments 139AA, 139BA are configured to hold a segment of the tension clamp 111A, 111B in the third position, respectively. The guide plate support segments 139AB, 139BB are configured to hold a segment of the tension clamps 111A, 111B in the first position, respectively. The guide plate support segments 139AC, 139BC are configured to hold the tension clamps 111A, 111B in the second position.

[0080] FIG. 4B is a planar view of the plurality of guide plates 109Z, as shown from a top perspective. Again, the tension clamp 111A is in the second position whereas the tension clamp 111B is in the third position.

[0081] FIG. 4C is a perspective view of the plurality of guide plates 109Z. Again, the tension clamp 111A is in the second position whereas the tension clamp 111B is in the third position.

[0082] FIG. 4D is an exploded perspective view of the plurality of guide plates 109Z. The curved nature of the pluralities of guide plate support segments 139AZ, 139BZ are more clearly shown and how each is configured to position the cylindrical shapes of the plurality of tension clamps 111Z.

[0083] FIG. 5A is a planar view of the plurality of tension clamps 111Z, as shown from a front perspective. The tension clamps 111A, 111B each respectively comprise a plurality of contact segments that are configured to provide tension between various components of the rail fastening system 100, the rail 201, and the railway tie 301. The tension clamp 111A comprises a first guide plate contact segment 143AA, a second guide plate contact segment 143AB (not visible), a first rail contact segment 145AA, and a second rail contact segment 145AB (not visible). Likewise, the tension clamp 111B comprises a first guide plate contact segment 143BA, a second guide plate contact segment 143BB (not visible), a first rail contact segment 145BA, and a second rail contact segment 145BB (not visible).

[0084] The tension clamp 111A comprises a shoulder engagement segment 147A which is configured to engage with the shoulder assembly 114A in order operatively hold the rail 201 to the railway tie 301. Likewise, the tension clamp 111B comprises a shoulder engagement segment 147B which is similarly configured to engage with the shoulder assembly 114B in order to operatively hold the rail 201 to the railway tie 301. Further, the shoulder engagement segments 147A, 147B engage with the shoulder tension clamp receivers 121A, 121B and are held in position due to the extending shape of the shoulder engagement segments 147A, 147B as the shoulder tension clamp receivers 121A, 121B have a narrowing shape internally to further hold the tension clamps 111A, 111B in position.

[0085] FIG. 5B is a planar view of the plurality of tension clamps 111Z, as shown from a top perspective. The previously obstructed contact segments 143AB, 145AB, 143BB, 145BB are more clearly depicted in the instant view.

[0086] FIG. 5C is a perspective view of the plurality of tension clamps 111Z. The instant view shows the tension clamp 111B in the third position by having the guide plate contact segments 143BA, 143BB in contact with the guide plate 109B. Further, the contact segments 145BA, 145BB are in contact with the rail 201.

[0087] FIG. 5D is an exploded perspective view of the plurality of tension clamps 111Z. The curved nature of the plurality of tension clamps 111Z is clearly depicted such that one of skill in the art will appreciate how the tension clamps 111A, 111B provide the requisite force to hold the rail 201 to the railway tie 301.

[0088] FIG. 6A is planar view of the rail fastening assembly 101B with the tension clamp 111B in the first position, as shown from a front perspective. As shown in the instant view, the tension clamp 111B is resting, on the railway tie 301, at the guide plate contact segments 143BA, 143BB. Further, the tension clamp 111B is resting, on the guide plate 109B. Specifically, the rail contact segments 145BA, 145BB are in contact with the guide plate support segment 139BB. The current view does not show the rail contact segments 143BB, 145BB.

[0089] In the first position, the shoulder engagement segment 147B is near the shoulder 115B but not fully engaged with the shoulder 115B. Stated differently, the tension clamp 111B is free to be moved away from the guide plate 109B as there is no tension holding the tension clamp 111B in position. The first position demonstrates one benefit of the disclosed solution because the tension clamp 111B may be replaced without necessarily replacing the guide plate 109B. One of skill in the art will further appreciate that the inverse is true as well.

[0090] FIG. 6B is a planar view of the rail fastening assembly 101B with the tension clamp 111B in the first position, as shown from a top view. The instant view more clearly illustrates that the rail contact segments 145BA, 145BB are in contact with the guide plate 109B at the guide plate support segment 139BB. Further, the instant view clearly depicts that the shoulder engagement segment 147B is not fully engaged with the shoulder assembly 114B (at the shoulder 115B). As shown, the guide plate contact segments 143BA, 143BB are resting on the railway tie 301. To be clear, the guide plate support segments 139BA, 139BC are not in contact with the tension clamp 111B when the rail fastening assembly 101B is in the first position.

[0091] FIG. 6C is a perspective view of the rail fastening assembly 101B with the tension clamp 111B in a first position. The instant view, again, depicts the shoulder engagement segment 147B being near but not engaged with the shoulder assembly 114B. Further, the tension clamp 111B is resting near the curved segment 138B. Therefore, the first position roughly corresponds to the situation in which a human (or mechanical) installer has placed the tension clamp 111B on the railway tie 301 and is preparing to engage the tension clamp 111B with the shoulder assembly 114B. For instance, the installer may set up the first position prior to proceeding to either of the second or third positions.

[0092] FIG. 7A is planar view of the rail fastening assembly 101B with the tension clamp 111B in the second position, as shown from a front perspective. The tension clamp 111B is in contact with the railway tie 301 and the guide plate 109B. However, the tension clamp 111B is not yet in contact with the rail 201 (as with respect to the third position). The rail contact segments 145BA, 145BB are in contact with the guide plate support segment 139BC. Likewise, the guide plate contact segments 143BA, 143BB are in contact with the railway tie 301. To be clear about the second position, the tension clamp 111B is not in contact with the guide plate support segments 139BA, 139BB.

[0093] The shoulder engagement segment 147B is in contact with the shoulder assembly 114B, at the shoulder 115B. Therefore, the tension clamp 111B may substantially held in place but not provide tension between the rail 201 and the railway tie 301. In other words, the tension clamp 111B is merely parked in place but still not yet in contact with the rail 201 itself (as will be shown with respect to the third position).

[0094] FIG. 7B is a planar view of the rail fastening assembly 101B with the tension clamp 111B in the second position, as shown from a top view. The instant view more clearly shows the rail contact segment 145BB in contact with the guide plate 109B at the guide plate support segment 139BC. One of skill in the art will appreciate that the guide plate contact segment 143BB is now shown in more detail.

[0095] The shoulder engagement segment 147B is shown as being in contact with the shoulder assembly 114B (at the shoulder 115B). However, the tension clamp 111B is not providing tension to the rail 201 while in the second position. The advantage of the second position is to enable the tension clamp 111B to be substantially connected to the guide plate 109B. For example, the second position may be used prior to installation when the rail fastening assembly 101B is being shipped. Likewise, the second position may be used as a pre-installation position prior to the third position. For instance, the rail 201 may still need alignment operations but is otherwise ready for fastening.

[0096] FIG. 7C is a perspective view of the rail fastening assembly 101B with the tension clamp 111B in the second position. The instant view more clearly shows the shoulder engagement segment 147B being positioned within the shoulder assembly 114B. Again, the guide plate contact segments 147BA, 147BB are not in contact with the rail 201 (as is the case with the third position).

[0097] FIG. 8A is planar view of the rail fastening assembly 101B with the tension clamp 111B in the third position, as shown from a front perspective. The third position corresponds to when the rail fastening assembly 101B is providing tension between the rail 201 and the railway tie 301 (via the shoulder assembly 114B). Therefore, the third position is, in one aspect, the installed position when the rail 201 is fastened in order to enable the safe movement of rolling stock.

[0098] The instant view shows the rail contact segment 145BA in contact with the rail 201; the rail contact segment 145BB is not visible in the instant view. The shoulder engagement segment 147B is engaged, at the should tension clamp receiver 121B, with the shoulder assembly 114B (at the shoulder 115B) in order to provide tension sufficient to hold the rail 201 in position. The details of the engagement of the shoulder engagement segment 147B are more clearly shown in subsequent views.

[0099] The guide plate support segment 139BA supports the tension clamp 111B at the guide plate contact segments 143BA, 143BB; the guide plate contact segment 143BB is not visible in the instant view. To be clear, the guide plate support segments 139BB, 139BC are not utilized for the third position. As disclosed, the various guide plate support segments 139BA, 139BB, 139BC support the various positions of the tension clamp 111B in order to enable the efficient and safe installation of the rail fastening assembly 101B.

[0100] FIG. 8B is a planar view of the rail fastening assembly 101B with the tension clamp 111B in the third position, as shown from a top view. The instant view shows the shoulder engagement segment 147B as being fully engaged with the shoulder assembly 114B. The shoulder 115B is tapered along the axis 103X such that the tension clamp 111B is pinched and not easily removed, thus securing the rail 201 to railway tie 301. However, the tension clamp 111B may still be removed with the proper force (and tools) as necessary to maintain the fixation of the rail 201.

[0101] One advantage of the third position is technicians (or autonomous systems) may visually inspect the rail fastening assembly 101B in order to determine the tension clamp 111B is in place. This inspection is easily performed since the shoulder engagement segment 147B is visibly passing through the shoulder assembly 114B. Existing systems may rely on bolts that are not easily checked for sufficient tension without proper tools. If the tension clamp 111B is loose, a technician can easily identify and remediate the problem without tools required for testing bolts.

[0102] For example, assume the tension clamp 111B is visibly corroded, the technician can readily remove the tension clamp 111B with force or cutting. Further, if the guide plate 109B is still in good condition, then the entire rail fastening assembly 101B need not be entirely replaced. Therefore, one advantage of the rail fastening system 100 is ease of service during the lifetime of the rail 201 and/or railway tie 301.

[0103] FIG. 8C is a perspective view of the rail fastening assembly 101B with the tension clamp 111B in the third position. The instant view clearly shows the shoulder engagement segment 147C within the shoulder assembly 114B. Again, the shoulder 115B has a narrowing shape such that the tension clamp 111B is substantially fixed in position, thus securing the rail 201 to the railway tie 301. The guide plate support segment 139 provides additional stabilization of the tension clamp 111B since the guide plate support segment 139 is a channel for the guide plate contact segments 143BA, 143BB.

[0104] The instant view shows the real-world view of a human (or automated) system that is inspecting the rail fastening assembly 101B. One can readily see the tension clamp 111B in position and providing the necessary tension for the rail 201 to stay attached to the railway tie 301. Additionally, the tension clamp 111B may be physically tested (e.g., by pulling) to determine that the tension clamp 111B is providing the desired fixation.

[0105] The foregoing method descriptions and diagrams/figures are provided merely as illustrative examples and are not intended to require or imply that the operations of various aspects must be performed in the order presented. As will be appreciated by one of skill in the art, the order of operations in the aspects described herein may be performed in any order. Words such as thereafter, then, next, etc. are not intended to limit the order of the operations; such words are used to guide the reader through the description of the methods and systems described herein. Further, any reference to claim elements in the singular, for example, using the articles a, an, or the is not to be construed as limiting the element to the singular.

[0106] The preceding description of the disclosed aspects is provided to enable any person skilled in the art to make, implement, or use the claims. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other aspects without departing from the scope of the claims. Thus, the present disclosure is not intended to be limited to the aspects illustrated herein but is to be accorded the widest scope consistent with the claims disclosed herein.