U.S. patent application number 17/696439 was filed with the patent office on 2022-09-22 for railway truck with releasable bearing adapter.
This patent application is currently assigned to Amsted Rail Company, Inc.. The applicant listed for this patent is Amsted Rail Company, Inc.. Invention is credited to Jay Monaco, Richard Kyle Warren.
Application Number | 20220297730 17/696439 |
Document ID | / |
Family ID | 1000006258059 |
Filed Date | 2022-09-22 |
United States Patent
Application |
20220297730 |
Kind Code |
A1 |
Monaco; Jay ; et
al. |
September 22, 2022 |
RAILWAY TRUCK WITH RELEASABLE BEARING ADAPTER
Abstract
An adapter assembly of a vehicle includes a bearing adapter
configured to physically contact a bearing on an axle of the
vehicle, and an adapter pad nested within an opening of a side
frame of the vehicle and secured to at least one thrust lug of the
side frame. The adapter pad includes a base section and legs
depending from the base section. The legs are compressed between
the at least one thrust lug of the side frame and shoulders of the
bearing adapter to exert frictional forces on the shoulders of the
bearing adapter. A combination of the frictional forces exerted by
the adapter pad on the bearing adapter is less than a weight of the
bearing adapter, such that as the side frame rises away from the
bearing during movement of the vehicle, the adapter pad rises
relative to the bearing adapter.
Inventors: |
Monaco; Jay; (Glen Carbon,
IL) ; Warren; Richard Kyle; (Columbia, IL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Amsted Rail Company, Inc. |
Chicago |
IL |
US |
|
|
Assignee: |
Amsted Rail Company, Inc.
Chicago
IL
|
Family ID: |
1000006258059 |
Appl. No.: |
17/696439 |
Filed: |
March 16, 2022 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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63162396 |
Mar 17, 2021 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61F 5/26 20130101 |
International
Class: |
B61F 5/26 20060101
B61F005/26 |
Claims
1. An adapter assembly of a vehicle, the adapter assembly
comprising: a bearing adapter configured to physically contact a
bearing on an axle of the vehicle; and an adapter pad nested within
an opening of a side frame of the vehicle and secured to at least
one thrust lug of the side frame, the adapter pad comprising a base
section and legs depending from the base section, the legs being
compressed between the at least one thrust lug of the side frame
and shoulders of the bearing adapter to exert frictional forces on
the shoulders of the bearing adapter, wherein a combination of the
frictional forces exerted by the adapter pad on the bearing adapter
is less than a weight of the bearing adapter, such that as the side
frame rises away from the bearing during movement of the vehicle,
the adapter pad is configured to rise relative to the bearing
adapter.
2. The adapter assembly of claim 1, wherein the base section of the
adapter pad is rectangular and the adapter pad has four legs that
depend from four corners of the base section, wherein the legs
include ribs projecting from laterally-facing outer surfaces of the
legs, and the ribs exert the frictional forces on the shoulders of
the bearing adapter.
3. The adapter assembly of claim 1, wherein the legs include ribs
that exert the frictional forces on the shoulders of the bearing
adapter, and the ribs project less than 0.08 inches from the
legs.
4. The adapter assembly of claim 1, wherein the legs include ribs
that exert the frictional forces on the shoulders of the bearing
adapter, and the ribs are elongated in a direction that is
orthogonal to the force of gravity.
5. The adapter assembly of claim 1, wherein the legs of the adapter
pad include exterior ribs that project from outer surfaces of the
legs, and the exterior ribs exert the frictional forces on the
shoulders of the bearing adapter, the adapter pad further including
interior ribs that project from inner surfaces of the legs, which
are opposite the outer surfaces, the interior ribs configured to
exert frictional forces on the at least one thrust lug to secure
the adapter pad to the side frame via an interference fit.
6. The adapter assembly of claim 1, wherein the legs of the adapter
pad include interior ribs that exert frictional forces on the at
least one thrust lug to secure the adapter pad to the side frame
via an interference fit. wherein at least one pair of the legs
defines a thrust lug cavity between the at least one pair, the
thrust lug cavity configured to receive the at least one thrust lug
therein, the thrust lug cavity being sized relative to a width of
the at least one thrust lug for the interior ribs of the legs to
grip opposite sides of the at least one thrust lug.
7. The adapter assembly of claim 1, wherein the adapter pad
comprises an elastomeric material, and the bearing adapter
comprises a metal material.
8. The adapter assembly of claim 1, wherein the adapter pad has a
durometer hardness in a range from 90A to 58D, and weighs less than
the bearing adapter.
9. The adapter assembly of claim 1, wherein as the side frame rises
away from the bearing, the bearing adapter is configured to slide
along the legs of the adapter pad for the bearing adapter to retain
physical contact with the bearing, and the adapter pad remains
secured to the at least one thrust lug of the side frame.
10. A truck assembly of a rail vehicle, the truck assembly
comprising: a side frame that comprises at least one thrust lug; an
axle that comprises a bearing; and an adapter assembly that
comprises an adapter pad and a bearing adapter, the adapter pad
nested within an opening of the side frame and secured to the at
least one thrust lug via an interference fit, the adapter pad
comprising a base section and legs depending from the base section,
the bearing adapter comprising multiple shoulders and configured to
physically contact the bearing, wherein the legs of the adapter pad
are compressed between the at least one thrust lug of the side
frame and the shoulders of the bearing adapter, the legs including
ribs that exert frictional forces on the shoulders, wherein a
combination of the frictional forces provided by the ribs is less
than a weight of the bearing adapter such that as the side frame
rises away from the bearing during movement of the rail vehicle,
the adapter pad is configured to rise relative to the bearing
adapter.
11. The truck assembly of claim 10, wherein the base section of the
adapter pad is rectangular and the adapter pad has four legs that
depend from four corners of the base section, the ribs projecting
from laterally-facing outer surfaces of the legs.
12. The truck assembly of claim 10, wherein the ribs project less
than 0.08 inches from the legs.
13. The truck assembly of claim 10, wherein the ribs are
longitudinally elongated in a direction that is orthogonal to the
force of gravity.
14. The truck assembly of claim 10, wherein the ribs are exterior
ribs, and the adapter pad further comprises interior ribs that
project from opposite sides of the legs relative to the exterior
ribs, the interior ribs configured to exert frictional forces on
the at least one thrust lug to secure the adapter pad to the side
frame via the interference fit.
15. The truck assembly of claim 14, wherein at least one pair of
the legs defines a thrust lug cavity configured to receive the at
least one thrust lug between the legs in the at least one pair,
wherein the thrust lug cavity is sized relative to a width of the
at least one thrust lug for the interior ribs along the legs to
grip opposite sides of the at least one thrust lug.
16. The truck assembly of claim 10, wherein the adapter pad
comprises an elastomeric material.
17. The truck assembly of claim 10, wherein the adapter pad has a
durometer hardness in a range from 90A to 58D, and weighs less than
the bearing adapter.
18. The truck assembly of claim 10, wherein as the side frame rises
away from the bearing, the bearing adapter is configured to slide
along the legs of the adapter pad for the bearing adapter to retain
physical contact with the bearing, and the adapter pad remains
secured to the at least one thrust lug of the side frame via the
interference fit.
19. A method for forming a truck assembly of a rail vehicle, the
method comprising: installing an adapter pad within an opening of a
side frame such that the adapter pad secures to at least one thrust
lug of the side frame via an interference fit, the adapter pad
comprising a base section and legs depending from the base section;
loading a bearing adapter into the opening such that the legs of
the adapter pad are compressed by shoulders of the bearing adapter;
and coupling the side frame to an axle such that an arcuate lower
edge of the bearing adapter physically contacts a bearing on the
axle, wherein the legs exert frictional forces on the shoulders of
the bearing adapter, and a combination of the frictional forces
provided by the legs is less than a weight of the bearing adapter
such that the bearing adapter lowers relative to the adapter pad,
due to the weight, as the side frame rises away from the bearing
during movement of the rail vehicle.
20. The method of claim 19, wherein installing the adapter pad
comprises loading the at least one thrust lug into a thrust lug
cavity of the adapter pad, the thrust lug cavity defined between
the legs of at least one pair of legs of the adapter pad, and
loading the bearing adapter into the opening comprises positioning
the bearing adapter such that the legs of the adapter pad are
sandwiched between the at least one thrust pad and the shoulders of
the bearing adapter.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application relates to and claims priority benefits
from U.S. Provisional Patent Application No. 63/162,396, filed Mar.
17, 2021, which is hereby incorporated by reference in its
entirety.
FIELD OF THE DISCLOSURE
[0002] Embodiments of the present disclosure generally relate to
truck assemblies for rail vehicles, such as rail cars, and, more
particularly, to truck assemblies that include one or more
releasable bearing adapters, which are configured to mechanically
connect a side frame of the truck assembly to a bearing on a
wheel-mounted axle.
BACKGROUND OF THE DISCLOSURE
[0003] Rail vehicles travel along railways, which have tracks that
include rails. A rail vehicle includes one or more truck assemblies
that support one or more car bodies. Each truck assembly includes
two side frames, a bolster, and at least two wheelsets. The bolster
extends laterally between and is supported on each side frame. Each
wheelset includes an axle, two wheels, and two bearings (e.g.,
roller bearings). The wheels may be press fit on the axle, and the
bearings may be secured at the ends of the axle. Each bearing is
connected to one of the side frames via an adapter assembly. The
adapter assembly includes a bearing adapter that has an arcuate
opening contoured to accommodate the bearing. The adapter assembly
also includes an adapter pad that nests into an upper cavity of the
bearing adapter. The adapter assembly nests into a pedestal jaw
opening at the longitudinal end of each side frame. The adapter
assembly is disposed between the bearing and the pedestal jaw. More
specifically, the adapter pad is positioned between the bearing
adapter and the surfaces of the pedestal jaw that define the
opening. The bearing adapter is positioned between the adapter pad
and the bearing. The adapter pad is at least partially compressed
between the bearing adapter and the surfaces of the pedestal jaw,
and the frictional forces at the interfaces between the components
secure the bearing adapter in place relative to the side frame.
[0004] During travel of the railway freight car, the truck
experiences various vertical and lateral forces exerted on the
truck via the rails, the spring groups, and inertia. It is possible
for the side frame to experience vertical forces that lift or raise
the side frame, at least temporarily, relative to the wheelsets in
contact with the rails. If the adapter assembly is properly
installed, the lifting of the side frame relative to the wheelsets
is not a concern due to the weight of the freight car. However, if
the adapter assembly is not properly installed, the bearing adapter
may at least partially separate from the surface of the bearing,
causing the bearing adapter and the bearing to become displaced.
The displacement may cause uneven and/or excessive wear on the
components, which could reduce the operational lifespan of the
components.
SUMMARY OF THE DISCLOSURE
[0005] A need exists for a railway truck that reduces the
likelihood of an incorrectly-installed bearing adapter becoming
dislodged or displaced relative to the bearing on the axle during
travel of the railway freight car.
[0006] With those needs in mind, certain embodiments of the present
disclosure provide an adapter assembly of a vehicle. The adapter
assembly includes a bearing adapter configured to physically
contact a bearing on an axle of the vehicle, and an adapter pad
nested within an opening of a side frame of the vehicle and secured
to at least one thrust lug of the side frame. The adapter pad
includes a base section and legs depending from the base section.
The legs are compressed between the at least one thrust lug of the
side frame and shoulders of the bearing adapter to exert frictional
forces on the shoulders of the bearing adapter. A combination of
the frictional forces exerted by the adapter pad on the bearing
adapter is less than a weight of the bearing adapter, such that as
the side frame rises away from the bearing during movement of the
vehicle, the adapter pad is configured to rise relative to the
bearing adapter.
[0007] Certain embodiments of the present disclosure provide a
truck assembly of a rail vehicle. The truck assembly includes a
side frame that comprises at least one thrust lug, an axle that
comprises a bearing, and an adapter assembly that comprises an
adapter pad and a bearing adapter. The adapter pad is nested within
an opening of the side frame and secured to the at least one thrust
lug via an interference fit. The adapter pad includes a base
section and legs depending from the base section. The bearing
adapter includes multiple shoulders and is configured to physically
contact the bearing. The legs of the adapter pad are compressed
between the at least one thrust lug of the side frame and the
shoulders of the bearing adapter. The legs include ribs that exert
frictional forces on the shoulders. A combination of the frictional
forces provided by the ribs is less than a weight of the bearing
adapter such that, as the side frame rises away from the bearing
during movement of the rail vehicle, the adapter pad is configured
to rise relative to the bearing adapter.
[0008] Certain embodiments of the present disclosure provide a
method for forming a truck assembly of a rail vehicle. The method
includes installing an adapter pad within an opening of a side
frame such that the adapter pad secures to at least one thrust lug
of the side frame via an interference fit. The adapter pad includes
a base section and legs depending from the base section. The method
includes loading a bearing adapter into the opening such that the
legs of the adapter pad are compressed by the shoulders of the
bearing adapter. The method also includes coupling the side frame
to an axle such that an arcuate lower edge of the bearing adapter
physically contacts a bearing on the axle. The legs exert
frictional forces on the shoulders of the bearing adapter, and a
combination of the frictional forces provided by the legs is less
than a weight of the bearing adapter such that the bearing adapter
lowers relative to the adapter pad, due to the weight, as the side
frame rises away from the bearing during movement of the rail
vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] FIG. 1 is an exploded perspective view of a portion of a
railway truck according to an embodiment.
[0010] FIG. 2 is a top view of a bearing adapter according to an
embodiment.
[0011] FIG. 3 is an end view of the bearing adapter shown in FIG.
2.
[0012] FIG. 4 is a side elevation view of the bearing adapter shown
in FIGS. 2 and 3.
[0013] FIG. 5 is a top perspective view of an adapter pad according
to an embodiment.
[0014] FIG. 6 is a bottom perspective view of the adapter pad shown
in FIG. 5.
[0015] FIG. 7 is a top plan view of the adapter pad shown in FIGS.
5 and 6.
[0016] FIG. 8 is an end view of the adapter pad shown in FIGS. 5
through 7.
[0017] FIG. 9 is a side elevation view of the adapter pad shown in
FIGS. 5 through 8.
[0018] FIG. 10 is a perspective view of a portion of the railway
freight car truck showing the adapter assembly in contact with a
bearing at the end of an axle of a wheelset according to an
embodiment.
[0019] FIG. 11 is a schematic diagram of the adapter assembly
installed in the railway truck showing forces applied on the
bearing adapter in a rest position according to an embodiment.
[0020] FIG. 12 is a schematic diagram of the adapter assembly
installed in the railway truck showing forces applied on the
bearing adapter in a raised position according to an
embodiment.
[0021] FIG. 13 is another schematic diagram of the adapter assembly
showing forces applied on the bearing adapter in the raised
position.
[0022] FIG. 14 shows a top view, an end view, and a side view of
the adapter pad with marked dimensions according to a specific
non-limiting example.
[0023] FIG. 15 illustrates a flow chart of a method of forming a
truck assembly of a rail vehicle, according to an embodiment of the
present disclosure.
DETAILED DESCRIPTION OF THE DISCLOSURE
[0024] The foregoing summary, as well as the following detailed
description of certain embodiments, will be better understood when
read in conjunction with the appended drawings. As used herein, an
element or step recited in the singular and preceded by the word
"a" or "an" should be understood as not necessarily excluding the
plural of the elements or steps. Further, references to "one
embodiment" are not intended to be interpreted as excluding the
existence of additional embodiments that also incorporate the
recited features. Moreover, unless explicitly stated to the
contrary, embodiments "comprising" or "having" an element or a
plurality of elements having a particular condition may include
additional elements not having that condition.
[0025] Certain embodiments of the present disclosure provide an
adapter assembly that is held between a bearing on an axle and a
side frame of a truck assembly. The adapter assembly includes a
metal bearing adapter that engages (e.g., in physical contact) the
surface of the bearing. The adapter assembly also includes an
elastomeric adapter pad that is held between the metal bearing
adapter and a pedestal jaw of the side frame. The adapter pad is
retained within a pedestal jaw opening via an interference (or
friction) fit. The adapter pad couples to the bearing adapter via
an interference fit as well. The present application describes
technology that could alleviate concerns of adapter assembly
displacement when the side frame rises relative to the bearing,
even if installation of the adapter assembly by the end user is not
done correctly.
[0026] In one or more embodiments, the adapter assembly is designed
to enable the metal bearing adapter to release from the adapter pad
under its own weight in the event that the side frame lifts or
rises relative to the bearing and the axle. For example, when the
side frame lifts away from the bearing, the adapter pad at least
partially uncouples from the metal bearing adapter. The adapter pad
retains its position within the pedestal jaw opening of the side
frame and moves with the side frame. The metal bearing adapter
drops relative to the adapter pad and retains its mechanical
connection to the bearing. Once the side frame lowers again, due to
gravity, the adapter pad and the bearing adapter move towards each
other and reestablish the interference fit that was present prior
to the side frame lifting event. For example, the adapter assembly
reestablishes the correct positioning of the adapter pad and the
bearing adapter relative to each other and relative to the
components that engage the adapter pad and the bearing adapter.
[0027] The adapter pad is specifically formulated such that the
total amount of frictional force applied on the bearing adapter is
less than the weight of the bearing adapter. The bearing assists
with supporting the weight of the bearing adapter in a rest
position. The rest position represents the state at which weight of
the side frame is supported by the bearing on the axle. The truck
may be in the rest position for the vast majority of time, only
deviating from the rest position when the side frame temporarily
lifts away from the bearing during movement of the vehicle. Once
the side frame experiences lift such that the normal force provided
by the bearing on the metal bearing adapter is reduced or totally
removed, the weight of the bearing adapter overcomes the frictional
retention provided by the adapter pad. As a result, the metal
bearing adapter slides downward relative to the adapter pad. By
releasing from the coupled position with the adapter pad, the metal
bearing adapter can retain the desired fit and position on the
bearing. The bearing adapter avoids becoming dislodged or displaced
relative to the bearing, which could cause accelerated wear and
other issues. By staying in place on the bearing, there is little
or no risk of the side frame and the bearing adapter being
displaced in the event of an applied lateral force. Stated
differently, the adapter pad is configured to grip the bearing
adapter and hold the bearing adapter in place longitudinally and
laterally, but the frictional grip force is insufficient to support
the weight of the bearing adapter. When the side frame lifts, the
weight of the bearing adaptor enables the bearing adapter to lower
vertically relative to the adapter pad and the side frame to
maintain physical contact with the bearing.
[0028] The adapter pad can be formulated to provide a specific
amount of frictional force by selecting specific materials with
desirable materials properties (e.g., hardness, stiffness, friction
coefficient, compressibility, etc.) and specifying the size and
thickness of the adapter pad features. The properties of the
adapter pad are selected based on the weight of the bearing
adapter. For example, the adapter pad may be designed to provide
less frictional force against a lighter bearing adapter and to
provide more frictional force against a heavier bearing adapter.
Optionally, the weight of the bearing adapter may be selected based
on existing properties of the adapter pad, such as the amount of
frictional force supplied by the adapter pad. The bearing adapter
may be composed of one or more metals. The specific type(s) of
metal used in the bearing adapter may be selected based on a
desired weight of the bearing adapter to accomplish the drop
function described herein.
[0029] FIG. 1 is an exploded perspective view of a portion of a
railway freight car truck 10 according to an embodiment. The
railway truck includes a bolster 12 and two side frames 14,
although a segment of only one side frame 14 is visible in the
illustrated portion of the railway truck 10. The railway truck also
includes an adapter assembly 59 that includes a bearing adapter 30
and an adapter pad 32.
[0030] The bolster 12 extends laterally between the two side frames
14 and connects to both side frames 14. The bolster 12 and the side
frames 14 may be unitary cast steel structures. Side frames 14
extend longitudinally and parallel with the railway tracks. As used
herein, references to "longitudinal" refer to directions that are
generally parallel to the rails and the direction of travel of the
railway vehicle, and references to "lateral" refer to directions
that are generally orthogonal to the rails and the direction of
travel of the railway vehicle. Each side frame 14 includes a
bolster opening 18 through which one end 16 of the bolster 12
extends. The end 16 of the bolster 12 is supported on a spring
group 20, with damping devices known as friction shoes.
[0031] The longitudinal end of each side frame 14 includes a
downwardly extending pedestal jaw 22. The pedestal jaw 22 includes
a pedestal jaw opening 23 that is defined by an inner wall 24 of
the pedestal jaw 22, a ceiling section 28 of the pedestal jaw 22,
and an outer wall 26 of the pedestal jaw 22 that faces towards the
inner wall 24. At the interface between the inner wall 24 and the
ceiling section 28, there is an inner thrust lug 29. Inner thrust
lug 29 has an angled section that extends from an upper section of
the inner wall 24 to an inward section of ceiling section 28.
Similarly, but not entirely seen in this perspective view of FIG.
1, outer thrust lug 31 is located at the interface between the
outer wall 26 and the ceiling section 28. The outer thrust lug 31
includes an angled section extending from an upper section of the
outer wall 26 extending to an inward section of the ceiling section
28.
[0032] The bearing adapter 30 has a generally rectangular structure
with four depending shoulders 43, 44, 45, 46 extending therefrom.
Three of the shoulders 44, 45, 46 are visible in FIG. 1, the fourth
shoulder 43 is shown in FIG. 2. In at least one embodiment, the
bearing adapter 30 is metallic, such that it is composed of one or
more metals. In a non-limiting example, the bearing adapter 30 is
composed of steel. The bearing adapter 30 has a unitary, monolithic
(e.g., one-piece) body. The bearing adapter 30 may be formed via
casting or the like.
[0033] The bearing adapter 30 in an embodiment has a rectangular
top section 36, which is seen to be generally flat (e.g., planar).
Two raised edge supports 38 upwardly extend from one lateral edge
of the bearing adapter 30, and two raised edge supports 40 upwardly
extend from the opposite lateral edge of the bearing adapter 30.
The raised edge supports 38, 40 form a pocket or cavity for
receiving the adapter pad 32, enabling the adapter pad 32 to nest
along the upper or top side of the adapter 30. The lower or bottom
side of the bearing adapter 30 has an arcuate recess along each
lower lateral edge, which together define an arcuate opening 42 for
receiving and accommodating the convex surface of the bearing. For
example, the arcuate opening 42 is adapted to seat against the
bearing, as shown in FIG. 10.
[0034] The depending shoulders are spaced apart from one another.
For example, two shoulders 44, 46 are disposed at one longitudinal
end of the adapter 30 and are laterally spaced apart from each
other. The shoulders 44, 46 define a gap 47 therebetween. The gap
47 is sized and shaped to receive legs of the adapter pad 32, as
described herein. The third shoulder 45 and the fourth shoulder,
which is not visible, are located at the opposite longitudinal end
from the shoulders 44, 46. The third and fourth shoulders are
spaced apart from each other similar to the first and second
shoulders 44, 46, such that another gap is defined to receive legs
of the adapter pad 32.
[0035] FIGS. 2 through 4 show the bearing adapter 30 according to
the embodiment shown in FIG. 1. FIG. 2 is a top view of a bearing
adapter; FIG. 3 is an end view of the bearing adapter; and FIG. 4
is a side elevation view of the bearing adapter. In an embodiment,
the bearing adapter 30 defines depressions 48 and 49 along the
upper surface of the top section 36. The depressions 48, 49 in the
illustrated embodiment are grooves that are each laterally
elongated across the top section 36. The depression 48 is
longitudinally spaced apart from the depression 49. The depressions
48 and 49 may extend across the top section 36 from an intermediate
support 60 to another intermediate support 62. The intermediate
supports 60 and 62 are disposed between the top section 36 and the
raised edge supports 38, 40, respectively, and longitudinally
extend. The depressions 48, 49 are sized, shaped, and positioned to
receive tabs or protrusions 64, 66 (shown in FIG. 9) of the adapter
pad 32 to provide lateral and longitudinal stability for the
adapter pad 32 when fit against the bearing adapter 30.
[0036] Referring back to FIG. 1, the adapter pad 32 has a generally
rectangular structure with four depending legs 54, 55, 56, 57
extending therefrom. Three of the legs 54, 55, 56 are visible in
FIG. 1, and fourth leg 57 is shown in FIGS. 5 and 6. In at least
one embodiment, the adapter pad 32 is elastomeric, such that it is
composed of one or more polymers or copolymers, natural rubber,
synthetic rubber, elastomers, silicone, and/or the like. The
adapter pad 32 is at least partially compressive to provide an
interference fit for coupling the adapter pad 32 to the thrust lugs
29, 31 of the side frame. The composition of the adapter pad 32 may
be selected to achieve a specific durometer hardness in order to
provide the compressive properties as well as strength for
durability. In a non-limiting example, the adapter pad 32 has a
durometer hardness in a range from 90A to 58D. The adapter pad 32
has a unitary, monolithic (e.g., one-piece) body, and may be formed
via a molding process, such as injection molding, casting, or the
like. Casting the adapter pad 32 may be preferred over injection
molding to obtain the desired hardness ratings, but other forming
operations are possible so long as the preferred hardness ratings
of adapter pad 32 are provided.
[0037] Additional reference is made to FIGS. 5 through 9, which
show the adapter pad 32 of FIG. 1 in more detail. FIG. 5 is a top
perspective view of the adapter pad. FIG. 6 is a bottom perspective
view of the adapter pad. FIG. 7 is a top plan view of the adapter
pad. FIG. 8 is an end view of the adapter pad. FIG. 9 is a side
elevation view of the adapter pad.
[0038] The adapter pad 32 has a generally rectangular and flat
(e.g., planar) base section 50. The adapter pad 32 extends from
lateral edge 52 to an opposite lateral edge 53 (shown in FIG. 5).
The four depending legs 54, 55, 56, 57 extend downwardly relative
to the base section 50. The legs 54, 56 are disposed at one
longitudinal end of the adapter pad 32, and the legs 55, 57 are
disposed at the other longitudinal end. The legs are spaced apart
from one another. For example, the legs 54, 56 are laterally spaced
apart to define a thrust lug cavity 58 therebetween. The thrust lug
cavity 58 is sized and shaped to receive and accommodate one of the
thrust lugs 29, 31 of the side frame therein. A lateral width of
the thrust lug cavity 58 may be the same size or slightly smaller
than the lateral width of the thrust lugs 29, 31 to ensure that the
legs 54, 56 grip and at least slightly squeeze the sides of the
thrust lug that is received in the cavity to provide a friction or
interference fit. A similar thrust lug cavity 58 is formed on the
other longitudinal end of adapter pad 32 between the legs 55, 57
for receiving the other thrust lug 29, 31 therein. The legs 54, 55
are disposed along the first lateral edge 52, and the legs 56, 57
are disposed along the second lateral edge 53.
[0039] The adapter pad 32 optionally includes depending protrusions
64, 66 that extend downwardly from a bottom surface 72 of the base
section 50, as shown in FIG. 9. The protrusions 64, 66 may extend
laterally across the width of adapter pad 32, extending to, or
nearly to, the lateral edges 52, 53. The protrusions 64, 66 are
designed to be fit into the depressions 48, 49, respectively, in
the top section 36 of the bearing adapter 30. Such fitting provides
longitudinal stability for the adapter pad 32 when nested into the
cavity defined along the top of the bearing adapter 30. Lateral
stability is provided by the edges 52, 53 of the adapter pad 32
abutting the raised edge supports 38, 40, respectively, of the
bearing adapter 30.
[0040] As shown in FIGS. 5, 6, and 8, the adapter pad 32 includes
ribs that project outward from side walls of the adapter pad 32. In
the illustrated embodiment, the ribs include exterior ribs 80 and
interior ribs 82. The ribs 80, 82 are provided to apply frictional
forces against the contacting surfaces of the adapter 30 and the
thrust lugs 29, 31 for coupling the adapter assembly 59 to the side
frame 14 via an interference fit. For example, the ribs 80, 82 may
compress and deform when compressed against the thrust lugs 29, 31
and the shoulders 43-46 of the adapter 30. The compressive forces
cause the ribs 80, 82 to resiliently exert a pressing force against
the thrust lugs 29, 31 and the shoulders 43, 46, which increases
the friction at the interface.
[0041] The exterior ribs 80 engage the bearing adapter 30, and more
specifically the shoulders 43, 44, 45, 46 of the adapter 30. In the
illustrated embodiment, the exterior ribs 80 are disposed along
laterally-facing outer surfaces 84 of each of legs 54, 55, 56, 57.
The exterior ribs 80 are longitudinally elongated. The interior
ribs 82 engage the thrust lugs 29, 31 of the pedestal jaw 22 of the
side frame 14. The interior ribs 82 include a
longitudinally-elongated interior ribs 82a that are disposed along
laterally-facing inner surfaces 85 of each of the legs 54-57. The
interior rib 82a of each leg 54-57 may be aligned with the exterior
rib 80 in a vertical direction, as shown in FIG. 8, such that the
two ribs 82a, 80 are mirror images along opposite sides of the
respective leg. The interior ribs 82 may also include
laterally-elongated ribs 82b disposed along respective longitudinal
end walls 86 of the base section 50. The ribs 82b connect to and
extend between the ribs 82a.
[0042] FIG. 10 is a perspective view of a portion of the railway
freight car truck 10 showing the adapter assembly 59 in contact
with a bearing 60 at the end of an axle 62 of a wheelset 64
according to an embodiment. To assemble the adapter pad 32 onto the
top of the bearing adapter 30, the adapter pad 32 nests into the
pocket defined along the top of the adapter 30 laterally between
the raised edge supports 38, 40. The legs 54, 56 of the adapter pad
32 project downwardly into the gap 47 between the shoulders 44, 46
of the adapter 30. The legs 54, 56 are supported laterally against
the shoulders 44, 46. The exterior ribs 80 on the legs 54, 56
physically engage and press against inner surfaces of the
corresponding shoulders 44, 46 to provide an interference fit
between the adapter pad 32 and the bearing adapter 30.
[0043] The bearing 60 fits into the arcuate opening 42 of the
bearing adapter 30. A rolling or rotating surface 73 of the bearing
60 physically contacts lower edges 74 of the bearing adapter 30
that define the arcuate opening 42. The bearing 60 rotates relative
to the adapter 30 while retaining physical contact at the interface
between the two components.
[0044] With additional reference to FIG. 1, the adapter assembly 59
is assembled to the side frame 14 by loading the adapter assembly
59 into the pedestal jaw opening 23. For example, the adapter pad
32 is pressed upward and a top surface 70 of the base section 50
may physically engage (e.g., abut) the ceiling section 28 of the
pedestal jaw 22, and the thrust lugs 29, 31 are received into the
corresponding thrust lug cavities 58 of the adapter pad 32. The
interior ribs 82a, 82b physically engage and press against
corresponding surfaces of the thrust lugs 29, 31 to provide an
interference fit between the adapter pad 32 and the side frame 14.
For example, the two longitudinal ribs 82a and the lateral rib 82b
that extend into a common thrust lug cavity 58 engage three
different surfaces of the corresponding thrust lug 29, 31.
[0045] When the adapter assembly 59 is installed in the pedestal
jaw opening 23 and the bearing 60 is fit into the arcuate opening
42 of the bearing adapter 30, the legs 54-57 of the adapter pad 32,
or at least the ribs 80, 82a thereon, are laterally compressed
between the thrust lugs 29, 31 and the shoulders 43-46 of the
bearing adapter 30. The two lateral ribs 82b are longitudinally
compressed between respective vertical faces of the two thrust lugs
29, 31. For example, each rib 82b is compressed between a vertical
face of the thrust lug 29, 31 and an end wall of the bearing
adapter 30 (disposed between two shoulders thereof.
[0046] FIG. 11 is a schematic diagram of the adapter assembly 59
installed in the railway truck showing forces applied on the
bearing adapter 30 in a rest position according to an embodiment.
The components shown in the diagram are simplified illustrations,
and may not represent the actual shapes and sizes shown in detail
in FIGS. 1 through 10. In the rest position, the bearing adapter 30
is coupled to the adapter pad 32 via an interference fit. For
example, the legs 54, 56, including the ribs 80, 82a thereon, are
compressed between the sides of the thrust lug 29 and the shoulders
44, 46 of the bearing adapter 30. The ribs 80 exert frictional
forces (F.sub.f1, F.sub.f2) on the inner surfaces of the shoulders
44, 46, which support the weight of the bearing adapter 30. As
described above, the adapter pad 32 is specifically formulated such
that the total or combined frictional forces exerted on the bearing
adapter 30 are less than the weight of the adapter 30. In the rest
position, the bearing 60 supports the rest of the weight of the
adapter 30 by exerting a normal force (F.sub.N) on the arcuate
lower edges 74 (shown in FIG. 10). In FIG. 11, the combined forces
between the frictional forces exerted by the pad 32 and the normal
force exerted by the bearing 60 support the weight (F.sub.w) of the
bearing adapter 30 (e.g., F.sub.f1,f2, fn+F.sub.N=F.sub.w).
[0047] FIG. 12 is a schematic diagram of the adapter assembly 59
installed in the railway truck showing forces applied on the
bearing adapter 30 in a raised position according to an embodiment.
In the raised position, the side frame lifts relative to the
wheelset. As shown in FIG. 12, the bearing 60 moves downward away
from the thrust lug 29 (and/or the thrust lug 29 moves upward away
from the bearing 60). The adapter pad 32 is coupled to the thrust
lug 29 (and the side frame in general) via the interference fit
provided by the interior ribs 82a, 82b, so the adapter pad 32 moves
with the thrust lug 29. In the raised position, the bearing 60
significantly reduces if not entirely ceases to support the weight
of the adapter 30. In FIG. 12, the bearing is shown as temporarily
separating from the adapter 30 to indicate that there is no normal
force applied on the adapter 30 from below. In operation, there may
not be any physical separation between the adapter 30 and the
bearing 60, even temporarily. The weight of the adapter 30 and the
frictional forces exerted on the adapter 30 are the same in FIG. 12
as described in FIG. 11, but without the support by the bearing 60
the weight of the adapter 30 exceeds the forces maintaining the
positioning of the bearing adapter 30 relative to the adapter pad
32 (e.g., F.sub.w>F.sub.f1,f2, fn).
[0048] FIG. 13 shows the result of the unbalanced forces in FIG.
12. Because the weight (e.g., force due to gravity) of the bearing
adapter 30 exceeds the frictional forces, the adapter 30 drops to
maintain contact with the surface of the bearing 60. This result is
favorable as it maintains the desired fit and coupling between the
bearing adapter 30 and the bearing 60. The bearing 60 is able to
support the entire weight, if necessary, of the adapter 30. As
shown in FIG. 13, the interference fit between the adapter pad 32
and the thrust lugs 29, 31 of the side frame is sufficient to
support the weight of the adapter pad 32 to retain the adapter pad
32 in the fixed position relative to the side frame. For example,
the combined frictional forces provided by the interior ribs 82a,
82b along the thrust lugs is equal to the weight of the adapter pad
32, such that the adapter pad 32 does not drop.
[0049] Typically the drop distance of the bearing adapter 30 is
relatively short, such as no greater than 1 inch or even no greater
than 0.5 inch. Although FIG. 13 shows the adapter 30 separated from
the adapter pad 32 and the ribs 80 thereof, it is expected that
typically the ribs 80 will maintain engagement with the shoulders
44, 46 even in the lowered or dropped position of the bearing
adapter 30, such that the pad 32 continuously applies a frictional
force on the adapter 30. Once the side frame lowers relative to the
wheelset, the assembly returns to the rest position shown in FIG.
11.
[0050] FIG. 14 shows a top view, an end view, and a side view of
the adapter pad 32 with marked dimensions according to a specific
non-limiting example. As shown in FIG. 14, the lateral width of the
adapter pad 32 is 4.81 inches without factoring the ribs 80, and is
4.91 inches with the ribs 80. The ribs 80 are designed to be
relatively small, and may project less than 0.08 inches from the
surrounding surface of the legs. In this case, each rib 80
protrudes only 0.05 inches beyond the surface. The amplitude of the
ribs 80 adds only 0.1 inches to the width, which represents only 2%
of the total width.
[0051] FIG. 15 illustrates a flow chart 100 of a method of forming
a truck assembly of a rail vehicle, according to an embodiment of
the present disclosure. The method includes, at 102, installing an
adapter pad within a pedestal jaw opening of a side frame such that
the adapter pad secures to at least one thrust lug of the side
frame via an interference fit. The adapter pad comprises a base
section and legs depending from the base section. At 104, a bearing
adapter is loaded into the pedestal jaw opening such that each of
the legs is compressed between a corresponding thrust lug of the
side frame and a different corresponding shoulder of the bearing
adapter. The method also includes, at 106, coupling the side frame
to an axle such that an arcuate lower edge of the bearing adapter
physically contacts a bearing on the axle. The legs include ribs
that exert frictional forces on the shoulders of the bearing
adapter when the adapter assembly is in a rest position. A
combination of the frictional forces provided by the ribs is less
than a weight of the bearing adapter such that the bearing adapter
lowers relative to the adapter pad due to its weight in response to
the side frame rising relative to the bearing.
[0052] While various spatial and directional terms, such as top,
bottom, lower, mid, lateral, horizontal, vertical, front and the
like may be used to describe embodiments of the present disclosure,
it is understood that such terms are merely used with respect to
the orientations shown in the drawings. The orientations may be
inverted, rotated, or otherwise changed, such that an upper portion
is a lower portion, and vice versa, horizontal becomes vertical,
and the like.
[0053] As used herein, a structure, limitation, or element that is
"configured to" perform a task or operation is particularly
structurally formed, constructed, or adapted in a manner
corresponding to the task or operation. For purposes of clarity and
the avoidance of doubt, an object that is merely capable of being
modified to perform the task or operation is not "configured to"
perform the task or operation as used herein.
[0054] It is to be understood that the above description is
intended to be illustrative, and not restrictive. For example, the
above-described embodiments (and/or aspects thereof) may be used in
combination with each other. In addition, many modifications may be
made to adapt a particular situation or material to the teachings
of the various embodiments of the disclosure without departing from
their scope. While the dimensions and types of materials described
herein are intended to define the parameters of the various
embodiments of the disclosure, the embodiments are by no means
limiting and are exemplary embodiments. Many other embodiments will
be apparent to those of skill in the art upon reviewing the above
description. The scope of the various embodiments of the disclosure
should, therefore, be determined with reference to the appended
claims, along with the full scope of equivalents to which such
claims are entitled. In the appended claims, the terms "including"
and "in which" are used as the plain-English equivalents of the
respective terms "comprising" and "wherein." Moreover, the terms
"first," "second," and "third," etc. are used merely as labels, and
are not intended to impose numerical requirements on their objects.
Further, the limitations of the following claims are not written in
means-plus-function format and are not intended to be interpreted
based on 35 U.S.C. .sctn. 112(f), unless and until such claim
limitations expressly use the phrase "means for" followed by a
statement of function void of further structure.
[0055] This written description uses examples to disclose the
various embodiments of the disclosure, including the best mode, and
also to enable any person skilled in the art to practice the
various embodiments of the disclosure, including making and using
any devices or systems and performing any incorporated methods. The
patentable scope of the various embodiments of the disclosure is
defined by the claims, and may include other examples that occur to
those skilled in the art. Such other examples are intended to be
within the scope of the claims if the examples have structural
elements that do not differ from the literal language of the
claims, or if the examples include equivalent structural elements
with insubstantial differences from the literal language of the
claims.
* * * * *