Abstract: An articulated rail coupler comprises a base member, a female connecting member, a male connecting member, a bearing race, a first bearing seated within the bearing race and defining a vertical axis of rotation, and a second or a coupler bearing configured and sized to be received within a truck bogie bearing bowl. The male connecting member is allowed to rotate relative to the female connecting member about the vertical axis of rotation in a range of about ninety degrees, when the male connecting member and the female connecting member are coupled therebetween by the first bearing.

Abstract: A friction assist side bearing assembly for a truck assembly of a rail vehicle includes a first friction member, a second friction member that opposes the first friction member, and a cap coupled to the first friction member and the second friction member. The cap is configured to contact a portion of a car body coupled to the truck assembly.

Abstract: A lower side bearing for a wheel truck, including: a first friction board, a second friction board, an inner pedestal, a bearing sleeve sleeving the inner pedestal, a pressure block, a pressure plate, and an elastic component. The pressure block is disposed on an upper part of the inner pedestal, and the second friction board is disposed on a top of the pressure block. The pressure plate is disposed on an upper part of the bearing sleeve, and the first friction board is disposed on a top of the pressure plate. A friction coefficient ?k of the first friction board and a friction coefficient ?z of the second friction board meet the relation: ?k>?z. The elastic component is disposed between the inner pedestal and the bearing sleeve for controlling a relative position of the inner pedestal and the bearing sleeve.

Abstract: A side bearing for use in a railroad car truck includes a cage, a resilient element within the cage, and a cap engaging an upper end of the resilient element. The cage has a bottom surface and an upturned sidewall, while the cap includes a top surface with a downturned sidewall. The downturned sidewall of the cap is at least partially received within the cage when the resilient element is in a partially compressed condition. The cap is fully received within the cage prior to the resilient element moving into a further compressed condition, such that the cage engages a car body wear plate to provide a solid stop that prevents further compression of the resilient element. One or both of the sidewalls includes wear-limiting contours that may include one or more raised pads.

Abstract: A side bearing for use in a railroad car truck includes a cage, a resilient element within the cage, and a cap engaging an upper end of the resilient element. The cage has a bottom surface and an upturned sidewall, while the cap includes a top surface with a downturned sidewall. The downturned sidewall of the cap is at least partially received within the cage when the resilient element is in a partially compressed condition. The cap is fully received within the cage prior to the resilient element moving into a further compressed condition, such that the cage engages a car body wear plate to provide a solid stop that prevents further compression of the resilient element. One or both of the sidewalls includes wear-limiting contours that may include one or more raised pads.

Abstract: A constant contact side bearing assembly includes a housing, a cap and an elastomeric resilient compressible element mounted within the interior chamber. The exterior surface of the cap wall has a generally even circumferential region which does not include protrusions or cavities other than small irregularities that are common to a casting process by which the cap of the present invention is manufactured. Accordingly, the anti-rotational tabs are positioned below this region and are operatively received within the channels disposed on the housing.

Abstract: A long travel constant contact side bearing for railway cars provides better handling characteristics, achieving improved tracking and curving through use of various combinations of features. The side bearing comprises a base and a generally cylindrical wall section extending upwardly from the base. A cup-shaped cap comprises a generally circular top section and a generally cylindrical wall section extending downwardly therefrom. The cap extends into the wall section of the base. At least one coil spring is provided within the base and extends to the underside of the cap.

Abstract: An improved side bearing for railway cars is provided that achieves improved tracking and curving by the limitation of rock of the railway car. The side bearing comprises a base with a generally upwardly extending wall portion. A cap comprising a top section with generally downwardly extending wall portion is provided. The cap extends into or around the wall section of the base. Two coil springs are provided within the base that extend to the underside and support the cap. An elastomer spring is also provided that is located within an least of one of the coil springs.

Abstract: A railway freight car constant contact side bearing positionable between a railway vehicle body and a wheeled truck supporting said railway freight car body with a housing or cage and a cap on such cage to engage the wear plate on the car body. The cage houses a plurality of springs having at least one metallic spring and at least one elastomer spring; such springs combine to support and dampen the forces of said vehicle body.

Abstract: A constant contact side bearing assembly configured for insertion into a walled receptacle provided on an upper surface of a railcar bolster. The side bearing assembly includes a housing assembly including a base and cap receivable within the open top walled receptacle on the bolster. The base has laterally spaced sides and longitudinally spaced ends. The cap is guided for movements relative to the base and has a generally flat railcar body engaging portion along with structure which combines with the sides and ends on the base to define an internal void for the side bearing assembly. A longitudinally elongated and generally rectangularly-shaped elastomeric compression spring is arranged in the internal void within the side bearing assembly for absorbing, dissipating, and returning energy imparted to the side bearing assembly during a work cycle.

Abstract: A long travel constant contact side bearing for railway cars provides better handling characteristics, achieving improved tracking and curving through use of various combinations of features. Such a long travel side bearing is able to meet recent stringent American Association of Railroads standards, such as M-976. Lowered spring rates, preferably less than 6,000 lb/in., help with stability and reduce set-up sensitivity. Reduced cap and base dimensions and spring design help achieve travel of at least ??. A visual inspection windows allows ready inspection. Increased service life and wear characteristics are obtained by addition of hardened wear surfaces, improved tolerances, changes to Grade E steel, increase of top contact surface flatness and coped top surface peripheral edges. Standardized sets of spring components can be mixed and matched, requiring fewer specialty parts. Interchangeability of improper components can be prevented by a combination of keying features and/or spring lockout features.

Abstract: A constant contact side bearing assembly configured for insertion into a walled receptacle on an upper surface of a railcar bolster. The constant contact side bearing assembly includes a housing defining a cavity and a spring. A cap is positioned by and overlies an end of the spring. The cap is mounted for reciprocatory guided movements by and relative to the housing, with a generally flat railcar body engaging portion on the cap being positioned relative to the housing and the walled enclosure by the spring. The side bearing assembly further includes an apparatus for securing the housing of the side bearing assembly within the walled receptacle on the railcar bolster.

Abstract: A side bearing provides constant contact between a truck bolster and a railway car body. The side bearing includes a base member having a central portion mounted on top of the bolster. The base member includes end portions which extend downwardly and outwardly fore and aft beyond the bolster. A top member is mounted on the base member for vertical movement relative thereto. The end portions of the top and base members define pockets. Resilient members, such as springs, are positioned in each of the pockets for urging the top member upwardly relative to the base member. A post formed on the central portion of the top member mates with a reciprocal aperture formed on the central portion of the base member.

Abstract: A railway car side bearing includes a lower housing member, an upper housing member spaced apart from the lower housing member, and an elastomeric spring member interposed between the upper and lower housing members that buckles upon application of vertical loading to provide a spring rate that softens within a range of compressive loads. The upper and lower housing members cooperate with each other to allow for relative vertical movement therebetween, but restrain lateral and rotational movement therebetween. The elastomeric spring member has a first set of spring rates when subjected to axial loads within a first range. However, when the side bearing is subjected to axial loads within an second range, the elastomeric spring member buckles and exhibits a second set of substantially softer spring rates.

Abstract: A railroad car side bearing is disclosed. The railroad car side bearing includes a housing, an upper member arranged in spaced relation relative to the housing, an elastomeric spring disposed between the housing and the upper member, and a thermal insulator for restricting heat transfer between the upper member of the railroad car side bearing and the elastomeric spring.

Abstract: A railway car yaw control device includes a housing mounted on the upper surface of a truck bolster with an engagement member biased upwardly from the housing into engagement with a depression formed in a wear plate attached to the bottom of a car body.

Abstract: A railway car truck side bearing includes a housing mounted on the upper surface of a truck bolster with an engagement member biased upwardly from the housing into engagement with a depression formed in a wear plate attached to the bottom of a car body. A carriage is affixed to the bottom of the top plate and supports two stacks of disk springs under an engagement member support member to bias the support member and the engagement member upwardly into the top plate aperture. A pair of elastomeric blocks are located on opposite sides of the carriage, between the top plate and the housing bottom, within the housing, to act as shock absorbers for the top plate.

Abstract: An improved side bearing for installation between a railcar body and the bolster of the railcar track, said side bearing having an open cylindrical housing with a mounting plate, a top cap for vertically reciprocating within said cylindrical housing and a one piece compression spring resisting the reciprocation of the top plate, the compression spring being formed, of a copolymer elastomer having a ratio of plastic strain to elastic strain that is greater than 1.5 to 1.

Abstract: A side bearing for a railway truck and car body assembly including one or a plurality of elastomeric bearing elements, confined at given locations in a side bearing carrier and vertically extended rigid abutments disposed adjacent the elastomeric element(s), and a roller or similar rigid bearing element disposed to be free rolling within defined limits with respect to the elastomeric elements.

Abstract: A constant contact side bearing or railcar trucks utilizes wedges or rollers to adjustably separate opposing and converging surfaces of a base member and a vertically biased cap member.

Abstract: In a truck assembly for a railway vehicle wherein the assembly has a truck frame defined by opposed side frame sections and a transom section extending transversely between the side frame sections and substantially at mid-length thereof. A pair of wheels are supported between opposed ends of the side frame sections. A truck bolster assembly is supported above the transom for supporting a cab thereon. The bolster assembly is retained in position relative to the transom by a central pivot. The improvement comprises side bearing height adjusters which are removably secured between the truck frame and the truck bolster assembly and spaced from the central pivot on a respective side thereof. The side bearing height adjusters have a bearing element with a top friction support surface to permit horizontal displacement of the bolster assembly about the central pivot.

Abstract: A self leveling bearing for use on a freight railcar truck bolster having a major body with an arcuate undersurface and an upper friction face and a secondary friction body biased outwardly of a cavity within the upper friction face.

Abstract: A side bearing for a railway car wherein spaced, elongated, resilient elastomeric elements bias a unitary friction generating element of the side bearing in operative position, the friction generating element being a separate member which is maintained in frictional engagement with a car body wear plate to provide improvements in the magnitude and uniformity of frictional energy dissipation and to provide, in cooperation with the elastomeric elements, improved bearing performance through the deformation of the elastomeric elements under initial loading and under operating load conditions.

Abstract: A side bearing for a railway car having a pair of spaced elongated resilient elastomeric elements which bias the elements of the side bearing in operative position and which elements preferably have uppermost separate members which are effective for generating increased frictional dissipation of energy over the frictional energy dissipation available with an elastomeric element only and for providing, in cooperation with the elastomeric elements, improved bearing performance through the deformation of the elastomeric elements under initial loading and under operating loads.

Abstract: This invention provides a railway car resilient side bearing assembly which includes a housing member with a cavity formed therein. A first substantial portion of a resilient spring block is positioned within the cavity of the housing member. There is at least one aperture formed in each end of the spring block. A friction head member is provided which has a cavity therein that surrounds a second portion of the spring block. An at least one peg member is secured substantially perpendicular to and substantially at a geometric center of each of an upper surface of a base portion of the housing member and a lower surface of the plate portion of the friction head member which engages a respective one of the at least one aperture in each end of the spring block to maintain the resilient side bearing assembly together. A height indicator is provided on the resilient side bearing assembly for indicating the nominal height of usch resilient side bearing assembly after installation.

Abstract: A side bearing unit for attachment to a bolster of a truck of a railroad car has a base which may be fastened to a top wall of the bolster. A housing, carried by the base, includes spaced sidewalls joined by end walls to define a cavity for an elastomeric device. A cap, positioned within the housing, is integrally joined to the elastomeric device with a top surface of the cap located above the housing for engagement with a wear plate attached to a bottom of a body of the car. During travel of the railroad car, sets of side bearing units are particularly effective in regulating independent rolling of the car body as well as impeding truck hunting.

Abstract: The damper includes an elongated member that is movable conjointly with a swivelable railcar truck, and a yaw control assembly mountable by an overhead carbody. This assembly grips the elongated member so that a frictional damping force is applied to it when the truck negotiates curved track. In one embodiment, the damping force obtained remains substantially constant and, in another embodiment, it is proportional to load.

Abstract: A composite constant contact side bearing for railroad cars that comprises a body, that may be either cage mounted or free mounted, having a top wall that supports the car body bolster, a bottom wall structure that is to be supported by the truck bolster, oppositely facing side walls that extend the length of the body, and oppositely facing end walls that extend normally of the body side walls, with the body comprising a rigid filler block enclosed within a polyurethane casing that defines the body top wall, end walls, and side walls, with the filler block being of generally quadrilateral parallelepiped configuration, but defining a depending stud from its underside that protrudes from the polyurethane casing below the filler block.

Abstract: A multi-rate side bearing for a railway truck is provided. The side bearing comprises a base plate and an upper plate, with two resilient devices located between the base plate and the upper plate. The resilient devices usually are elastomeric pads of different compression rates and shear stiffness. Under unloaded car conditions, only one pad is in load supporting contact, but under loaded car conditions, both resilient devices contact the upper and base plates to provide load support and car body-truck motion damping.

Abstract: A method of manufacturing a resilient side bearing of the type utilized between a truck and body of a railway vehicle includes the steps of providing a bearing housing; sealing the bearing housing to form an enclosed bearing chamber, pouring liquid resilient bearing material into the bearing chamber; permitting the liquid resilient bearing material to cure and become bonded to the interior surface of the housing to form the bearing; and removing the seals after the bearing material has cured.

Abstract: A secondary suspension system includes a pair of air springs connected between the bolster of a truck and the car body. The air springs are disposed at angles extending inwardly from opposite ends of the bolster towards the center of the car body to provide both vertical and lateral suspension for the car body.

Abstract: A side bearing for a railway car having a pair of spaced elongated resilient elastomeric elements which bias the elements of the side bearing in operative position and which elements preferably have uppermost separate members which are effective for generating increased frictional dissipation of energy over the frictional energy dissipation available with an elastomeric element only and for providing, in cooperation with the elastomeric elements, improved bearing performance through the deformation of the elastomeric elements under initial loading and under operating loads.