US20220297730A1

US20220297730A1 - Railway truck with releasable bearing adapter

Info

Publication number: US20220297730A1
Application number: US17/696,439
Authority: US
Inventors: Jay Monaco; Richard Kyle Warren
Original assignee: Amsted Rail Co Inc
Current assignee: Amsted Rail Co Inc
Priority date: 2021-03-17
Filing date: 2022-03-16
Publication date: 2022-09-22

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.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

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

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

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.
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

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.
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.
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.
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

FIG. 1 is an exploded perspective view of a portion of a railway truck according to an embodiment.

FIG. 2 is a top view of a bearing adapter according to an embodiment.

FIG. 3 is an end view of the bearing adapter shown in FIG. 2.

FIG. 4 is a side elevation view of the bearing adapter shown in FIGS. 2 and 3.

FIG. 5 is a top perspective view of an adapter pad according to an embodiment.

FIG. 6 is a bottom perspective view of the adapter pad shown in FIG. 5.

FIG. 7 is a top plan view of the adapter pad shown in FIGS. 5 and 6.

FIG. 8 is an end view of the adapter pad shown in FIGS. 5 through 7.

FIG. 9 is a side elevation view of the adapter pad shown in FIGS. 5 through 8.

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.

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.

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.

FIG. 13 is another schematic diagram of the adapter assembly showing forces applied on the bearing adapter in the raised position.

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.

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

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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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 82 a that are disposed along laterally-facing inner surfaces 85 of each of the legs 54-57. The interior rib 82 a 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 82 a, 80 are mirror images along opposite sides of the respective leg. The interior ribs 82 may also include laterally-elongated ribs 82 b disposed along respective longitudinal end walls 86 of the base section 50. The ribs 82 b connect to and extend between the ribs 82 a.
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.
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.
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 82 a, 82 b 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 82 a and the lateral rib 82 b that extend into a common thrust lug cavity 58 engage three different surfaces of the corresponding thrust lug 29, 31.
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, 82 a thereon, are laterally compressed between the thrust lugs 29, 31 and the shoulders 43-46 of the bearing adapter 30. The two lateral ribs 82 b are longitudinally compressed between respective vertical faces of the two thrust lugs 29, 31. For example, each rib 82 b 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.
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, 82 a 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_f1, F_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_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_w) of the bearing adapter 30 (e.g., F_{f1,f2, fn}+F_N=F_w).
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 82 a, 82 b, 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_w>F_{f1,f2, fn}).
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 82 a, 82 b along the thrust lugs is equal to the weight of the adapter pad 32, such that the adapter pad 32 does not drop.
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.
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.
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.
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.
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.
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. § 112(f), unless and until such claim limitations expressly use the phrase “means for” followed by a statement of function void of further structure.
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.

Claims

What is claimed is:

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.