US2723630A - Damping device for railway car trucks - Google Patents

Description

Nov. 15, 1955 J. c. sETTLEs 2,723,630

DAMPING DEVICE FOR RAILWAY CAR TRUCKS Filed Feb. 8, 1950 2 Sheets-Sheet l WHT? WML 2 Sheets-Sheet 2 J. C. SETTLES DAMPING DEVICE FOR RAILWAY CAR TRUCKS Nov. l5, 1955 Filed Feb. 8, 1950 //f//l l Q i; QQ 04 W INVENTOR.

BY P I 2 I fwn/Vey United States Patent DAMPING DEVICE FOR RAILWAY CAR TRUCKS James C. Settles, Columbus, Ohio, assignor to The Buckeye Steel Castiugs Company, Columbus, Gino Application February 8, 1950, Serial No. 143,105 24 Claims. (Cl. 10S-197) This invention relates to damping devices for railway car trucks and more particularly to means for producing constant damping independent of the load carried by the bolster of such trucks. The present application is a continuation-in-part of my copending application Serial No. 770,666, and now abandoned, iiled August 26, 1947.

One of the objects of the invention is to provide a damping device including a vertical surface at one side of the bolster, cooperating with a vertical friction surface of a wedge which has an inclined surface slidably engaging a complementary inclined surface of a guide column, the wedge being acted upon by a coil spring which bears on a portion of the side frame so as to produce substantially constant damping of the bolster movements independent of the load carried by the bolster.

A still further object is to provide substantially constant damping means adapted for trucks having four or more wheels and especially adapted for an equalized type of six or eight wheel truck.

With the foregoing objects outlined and with other objects in view which will appear as the description proceeds, the invention consists in the novel features hereinafter described in detail, illustrated in the accompanying drawings, and more particularly pointed out in the appended claims.

ln the drawings:

Fig. l is a side elevational view of a portion of a railway car truck partly in vertical section showing an embodiment of the invention.

Fig. 2 is a top plan View of the structure shown in Fig. l, partly in horizontal section, the section being taken on the line 2-2 of Fig. l.

Fig. 3 is a fragmentary sectional view taken along the axis of one wedge actuating spring and on the line 3 3 in Fig. l.

Fig. 4 is a sectional view taken on the line 4 4 of Fig. l.

In the embodiment illustrated thebolster 9 has an end portion 10 which is formed as a box section and may have a continuous central vertical rib 11 as required for strength purposes. The wedge arrangement is the same in each guide column 12 and consists of a friction wedge 14 having a vertical surface 16 and an inclined surface 17. The inclined plate or web 18 of the guide column 12 is formed with a slightly convex inner surface 19 against which the inclined surface 17 of the friction wedge bears. This convex shape permits rocking of the wedge relative to the side frame. A wear plate 21 may be provided on each of the opposite vertical side walls 22 of the bolster, against which the vertical surfaces 16 of the wedges bear. Inasmuch as the depth of the bolster end 10 is not held to a minimum by space required for friction shoes and other parts, it can be made relatively shallow compared with the usual bolster end for trucks with built-in friction devices, which is of great advantage in providing space for long-travel bolster-supporting springs. In order to provide adequate bearing area for the friction wedges with a very shallow bolster end, the

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side walls 22 can be extended below the bolster end bottom plate 23, as indicated at 24, and the extensions may be reinforced by ribbing 26.

The friction wedge is symmetrical about a line 27 through its apex which bisects the apex angle. A wedge spring 28 is arranged so its axis coincides with line 27, and it is evident that since the wedge 14'and the spring 28 are arranged in this manner, the wedge may be applied with either of its opposite surfaces vertical or inclined. The upper end of the wedge coil 28 bears upon a tie member 31 formed on the wedge extending between and joining the webs or plates 61 and 62 which form the vertical and inclined surfaces. This tie member 31 provides a spring seat 64 and is perpendicular to and symmetrical about the bisector line 27. The lower end of wedge coil 23 rests upon a seat 32 formed on the inclined tension portion 33 of the side frame.

A large opening 34 is formed in the outboard wall 36 of each column 12 for insertion of a tool, such as a pinch bar, to compress the wedge coil 28 by prying against the tie bars 37 which join the lower portions of the wedge parts forming the inclined and vertical faces. A similar opening 35 is provided in each inboard flange 39. A smaller hole 38 is also provided in the outboard walls 36 and in the inboard walls 39 of the column for insertion of retaining pins (not shown) which cooperate with the upper surfaces of the tie bars 37 of the wedge, to hold the spring 28 under compression while the truck is being assembled or dismantled.

In the embodiment illustrated the damping device is applied to a modern type four-wheel truck having a side rame with a spring seat 42 and widened upper bolster opening 43 to permit passage of the outer bolster lugs 44 for quick-wheel-change purposes. The truck side frame herein disclosed is of the four-wheel type and includes a compression member 50 and a tension member 51 which are joined by the guide columns 12. The central portion of the tension member provides the spring seat 42 for supporting a group of springs 52 which in turn resiliently support the end portion 10 of the bolster. The bolster 9 extends to the opposite side of the truck and is supported there by springs carried by a similar side frame (not shown). The inclined portion 33 of the tension member extends upwardly from the spring seat 42 and is inclined at an angle to the horizontal. This inclined portion of the tension member may be of inverted U-shape in cross section. The top plate or chord web of the inverted U-shaped portion of the tension member 33 provides the bottom wall of a pocket within the guide column 12 for the wedge shaped friction shoe 14 and the spring seat 32 is on the upper surface of the top plate.

The web 18 in each of the guide columns 12 converges towards the associated side face of the bolster end 10 in proceeding upwardly as will be apparent from a consideration of Fig. l. The lower end of each web 18 terminates short of the inclined tension member 33 and this web 18 is substantially perpendicular to the inclined tension member 33. The outboard wall or web 36 of each guide column extends downwardly and joins the inclined portion 33 of the tension member. The inboard web or wall 39 of each guide column also extends to and joins the inclined portions 33 of the tension member.

Each wedge 14 is provided with inclined webs 61 and 62 which join each other at the apex portion of the wedge and diverge from each other in proceeding to the base of the wedge. The tie member 31 joins intermediate portions of the webs 61 and 62 and provides the spring seat 64 thereunder for the upper end of the spring 28 substantially at right angles to the bisector of the apex angle of the wedge. This tie member 31 is also provided with an opening 66 and the top web of the inclined tension member 33 is also provided with an opening 68. The lower end portions ot the webs 61 and 62 are connected by spaced tie bars 37 between which the spring 28 extends. The side frame may be reinforced by means of vertical ribs shown at 71 which extend downwardly along the outboard flanges 36 of the guide column and vertically downwardly along the inboard iianges 39. This reinforcing ribbing may be further augmented by means of substantially horizontal ribs 72.

The first step in assembling a truck embodying a damping mechanism as herein disclosed involves the application of the uncompressed wedge actuating coil springs 28 on the respective inclined tension members 33. One wedge 14 is then arranged over the upper end of one of the springs 28. The upper portion of the spring 28 extends between the tie bars 37 and engages the web or tie member 31. The other wedge 14 is in a like manner arranged in cooperative association with the upper end of the other wedge coil spring 28. These coil springs 28 in their unloaded condition maintain the wedges considerably above the normal operative positions. One convenient scheme for retracting the wedges pertains to applying pressure against the vertical face 16 of each wedge. This force may be applied by means of a jack or the like arranged between the faces 16 of the opposite wedges. The force thus applied causes the wedges to move downwardly along the inclined faces 19 of the guide columns 12. After the wedges 14 are shifted to positions below their normal operative positions a pin is introduced through the openings 38 and these pins extend above the tie bars 37. Thereafter, the jack or the means for applying force to the vertical faces 16 of the opposite wedges may be removed and the wedge retaining pins are so positioned as to maintain the wedges in the retracted positions. The end portion of the bolster is then inserted through the bolster opening when the lugs 44 are aligned with the enlarged bolster opening portion 43. The springs S2 may then be arranged in position under the bolster. The bolster is thereafter lowered until it rests on top of the load carrying springs 52. A pinch bar may then be inserted in the opening 34 so that the inner end will engage over a lip or rib 78 on the tie bar 37. The pinch bar may be used as a lever to retract the wedge sufficiently to relieve pressure on the retaining pin which extends through the openings 38. The wedges 14 are then free to move in response to the energy stored in the springs 2S. The vertical friction surface 16 of each wedge then engages the wear plate 2l and since these inter-engaging surfaces are in vertical planes and substantially parallel the damping action of the wedges will be substantially constant regardless of the load imposed on the bolster and regardless of the relative vertical movement of the bolster with respect to the side frame. In the event that the face 16 of each of the wedges becomes worn a wedge may be reversed so that the web 62 is then positioned along the side face ofthe bolster.

ln the event that it is necessary to partially or completely dismantle the truck a pinch bar may be inserted through the opening 34 or 35. The inner end of the pinch bar then engages a tie bar 37 and over the lip or rib 78. The pinch bar then acting as a lever may be employed to retract the wedge 14 against the action of the spring 23. The wedge may be held in such a retracted position by inserting pins through the openings 38 in the inboard and outboard anges 39 and 36, respectively, of the guide columns.

One of the advantages of the s'nubbing mechanism herein described is that it is unnecessary to deform the construction of the bolster which may be substantially box-shaped in its end portion. This simplifies the manufacture thereof and avoids the disadvantages of providing pockets in the sides of the bolster for accommodating friction shoes.

A snubbing mechanism exhibiting the yinvention ineludes means for preventing each wedge 14 from dropping down and possibly arranging itself under the corner of the bolster in the event that the associated wedge spring 28 should break with parts of the coil becoming displaced from under the wedge. Such safety means includes a lug 76 projecting inwardly from the outboard flange 36 of each guide column. A similar lug 77 projects from the inboard flange 39' of each guide column as shown in Figs. 2 and 3. These lugs may have any suitable cross sectional shape and they are located inside the inclined web 62 of each wedge 14 and below the' tie member or spring seat web 31. Accordingly, the wedges may 'oe applied and the wedge spring 28 compressed the required distance to permit assembly of the truck without having the tie member 31 engage the lugs 76 and 77. The tie bars 37 which connect the base portions of the webs 61 and 62 of the wedge are so positioned as to permit these tie bars to pass between the ends of the lugs 76 and 77 as will be apparent from a consideration of Fig. 3. rl'he central portion of each tie bar 37 carries the upstanding lip or rib 78 adjacent the pinch bar receiving openings 3d and 35. These lipsy or ribs 78 serve to prevent the inner end of the pinch bar from slipping off of the tie members and also serve to stiften or strengthen the tie bars 37 against the bending action induced by the use of the pinch bar. In the event of failure of a wedge coil spring 28 and the dislodgement of the broken parts the wedge 1e may then move downwardly in the guide column bnt only until the tie member 31 engages the lugs 76 and 77. The wedge is held in this position by the safety lugs and the truck is entirely safe for further operation.

From the forevoing it is believed that the construction, operation and advantages of my damping device may be readily understood and it is manifest that changes may be made in the details disclosed without departing from the spirit of the invention as expressed in the following claims.

What l claim and desire to secure by Letters Patent is l. A friction shoe for the damping mechanism of a railway car truck comprising, two webs joined at an apex portion and diverging from each other in proceeding to'- wards a base of the wedge, said webs defining a space therebetween open at edges of the webs, a member connesting intermediate portions of the webs providing a spring seat arranged substantially perpendicular to a line bisecting the angle at the apex of the wedge, two spaced tie bars joining the webs at the base portion of the wedge to provide an unobstructed opening therebetween, and said tie bars being spaced inwardly from edges of said webs.

2. In a truss-type side frame for a railway car truck, a compression member, a tension member including a portion inclined at an angle to the horizontal, a guide column connecting the compression member to the inclined portion of the tension member including a web extending substantially vertically downward from the compression member and a second web extending angularly from the vertical web towards the inclined portion of the tension member substantially at right angles with respect thereto and terminating short of the tension member, an inboard ange joining the second web terminating in a vertical edge, an outboard ange joining the second web terminating in a vertical edge aligned with the edge of the inboard ange, lower portions of said anges merging with said tension member, and a lug positioned vertically under the second web carried by one ange extending towards the other ange and terminating short of the longitudinal center of the side frame obstructing a minor' part of a pocket under the second web.

3. In a truss-type side frame for a railway car truck, a compression member, a tension member including a top plate inclined at an angle to the horizontal, a guide column connecting the compression member to the inclined portion ofthe tension member including a web extendingl substantially vertically downward from the compression member and a second web extending angularly from the vertical web towards the inclined portion of the tension member susbtantially at right angles with respect thereto and terminating at its lower end above said top plate, an inboard flange joining the second web terminating iii a vertical edge, an outboard ange joining the second web terminating in a vertical edge aligned with the edge of the inboard fiange, lower portions of said fianges joining side portions of said top plate, a lug projecting inwardly from the outboard fiange terminating -short of a longitudinal center of the side frame, a lug projecting outwardly into the guide column from the inboard fiange terminating short of the longitudinal center of the side frame, and said lugs being positioned adjacent a bisector of an angle defined by said second web and the vertical edges of said inboard and outboard anges.

4. A friction shoe for the damping mechanism of a railway car truck comprising, two webs joined at an apex portion and diverging from each other in proceeding towards a base of the wedge, a member connecting intermediate portions of the webs providing a spring seat arranged substantially perpendicular to a line bisecting the angle at the apex of the wedge, two spaced ties joining the webs at the base portion of the wedge to provide an unobstructed opening therebetween, and an upstanding lip carried by each tie.

5. A friction shoe for the damping mechanism of a railway car truck comprising, two webs joined at an apex portion and diverging from each other in proceeding towards a base of the wedge, a member connecting intermediate portions of the webs providing a spring seat arranged substantially perpendicular to a line bisecting the angle at the apex of the wedge, two spaced ties joining the webs at the base portion of the wedge to provide an unobstructed opening therebetween, said ties being spaced inwardly from the edges of said webs, and an upstanding lip carried by a central portion of each tie.

6. In a snubbing mechanism for the bolster of a railway car truck, a side frame including a spring s eat, a bolster arranged for guided vertical movement with respect to the side frame, springs supporting the bolster on the spring seat, a friction surface at a side of the bolster arranged in a vertical plane, a tension member extending upwardly from the spring seat and inclined at an angle to the horizontal, a guide column including a web inclined with respect to the vertical converging towards said friction surface on the side of the bolster in proceeding upwardly, a wedge having two fiat surfaces arranged at an angle with respect to each other corresponding to the angle between said web and said friction surface, one surface of the wedge being arranged along said inclined web and the other surface of the wedge being arranged in a vertical plane along the vertical friction surface on the bolster, a helical spring engaging the wedge at one end compressed between the tension member and the wedge urging the wedge upwardly with one surface of the wedge into engagement with said inclined web and the other surface of the wedge into flat engagement with said friction surface, and lugs carried by the guide column spaced from each other accommodating said helical spring between inner ends thereof and limiting downward movement of the wedge.

7. In a snubbing mechanism for the bolster of a railway car truck, a side frame including a spring seat, a bolster arranged for guided vertical movement with respect to the side frame, springs supporting the bolster on the spring seat, a friction surface at a side of the bolster arranged in a vertical plane, a tension member extending upwardly from the spring seat and inclined at an angle to' the horizontal, a gilide column including a web inclined. with respect to the vertical converging towards said friction surface on the side of the bolster in proceeding upwardly, a wedge having two flat surfaces arranged at an angle with respect to each other corresponding to the angle b etween said web and said friction surface,"a spring engaging the wedge at one end compressed between the tension meniber and the wedge urging the wedge upwardly with one surface of the wedge into engagement with said inclined web and the other surface of the wedge into fiat engagement with said friction surface, an inboard and an outboard flange on said guide column, a lug carried by the inboard fiange projecting outwardly therefrom, a lug carried by the outboard fiange projecting inwardly therefrom providing an unobstructed space for said spring between inner ends of said lugs, and said lugs being adjacent a bisector of an angle defined by the fiat surfaces of said wedge.

8. A reversible wedge for the damping mechanism of a railway car truck comprising, two webs joined at an apex portion and diverging from each other in proceeding towards a base of the wedge and terminating at substantially equal distances from said apex, said webs defining a triangular shaped space open between side edges of the webs, a tie member connecting intermediate portions of the webs providing a spring seat arranged substantially perpendicularly to a line bisecting the apex angle, a tie bar joining the webs at the base portion and arranged substantially at right angles to the line bisecting the apex angle, and a second tie bar joining the webs at the base portion substantially at right angles to the line bisecting the apex angle and spaced from the first tie Ear providing an unobstructed opening between the tie ars.

9. A reversible wedge for the damping mechanism of a railway car truck comprising, two webs joined at an apex portion and diverging from each other in proceeding towards a base of the wedge and terminating at substantially equal distances from saidapex, said webs defining a triangular shaped space open between side edges of the webs, a tie member connecting intermediate portions of the webs providing a spring seat facing the base of the wedge and arranged substantially at right angles to a line bisecting the apex angle, a tie bar joining the webs at the base portion and arranged substantially at right angles to the line bisecting the apex angle, a second tie bar joining the webs at the base portion substantially at right angles to the line bisecting the apex angle and spaced from the first tie bar providing an unobstructed open area between the tie bars, and said tie bars adjacent the webs having aligned upper edges.

l0. A reversible wedge shaped symmetrical friction shoe for the damping mechanism of a railway car truck comprising, two webs joined at an apex portion and diverging from each other in proceeding towards a base of the wedge, said webs providing a triangular shaped space therebetween open between side edges of the webs, a tie member connecting intermediate portions of the webs providing a spring seat facing the base of the wedge and arranged substantially perpendicular to a line bisecting the apex angle, a tie bar joining the webs at the base portion of the wedge and spaced inwardly from common side edges of the webs, a second tie bar joining the webs at the base portion of the wedge spaced inwardly from the other edges of the webs and spaced from the first tie bar providing anropen area between the tie bars, an upstanding lip on the intermediate portion of each tie bar, and said tie bars adjacent the webs having aligned upper edges.

1l. A triangular shaped friction shoe for the damping mechanism of a railway car truck comprising, two webs joined at an apex portion and diverging from each other iii proceeding towards a base of the wedge, said webs providing a triangular shaped space therebetween open between side edges of the webs, a tie member connecting intermediate portions of the webs providing a spring seat facing the base of the wedge and arranged substantially perpendicular to a line bisecting the apex angle, a tie bar joining the webs at the base portion of the wedge and spaced inwardly from common side edges of the webs, a second tie bar joining the webs at the base portion of the wedge spaced inwardly from the other edges of the webs and spaced from the first tie bar providing an unobstructed opening between the tie bars, and said tie bars adjacent the webs having aligned upper edges in a plane substantially at right angles to the line bisecting the apex angle.

12. ln a truss type side frame for a railway car truck, a compression member, a tension member of inverted U-shape in cross section with a chord web forming an upper surface of the tension member inclined at an angle to the horizontal, a guide column connecting the compression member to the tension member including an angular web extending towards the tension member terminating short of said chord web, a triangular shaped inboard ange connected to one edge of the angular web and having a free edge defining a side boundary of a bolster opening in the side frame, a triangular shaped outboard ange connected to the other edge of the angular web having a free edge aligned with the free edge of the inboard flange transversely of the side frame, said lianges and said angular web providing a pocket in the guide column having substantially vertical side walls defined by inner surfaces of said flanges and an inclined top defined by said angular web with an upper surface of said chord web defining an inclined bottom of the pocket sloping downwardly in proceeding towards the bolster opening, and said inboard and outboard anges being connected to opposite edges of the chord web.

13. In a truss type side frame for a railway car truck, a compression member, a load supporting spring seat, a tension member of inverted U-shape in cross section with a chord web thereof forming an upper surface of the tension member inclined upwardly from said spring seat, a guide column connecting the compression member to the tension member including an angular web extending downwardly towards the tension member and terminating short of said chord web, a triangular shaped inboard flange integral with one edge of the angular web and having a free edge defining a side boundary of a bolster opening in the side frame, a triangular shaped outboard flange integral with the other edge of the angular web having a free edge aligned with the free edge of the inboard liangc transversely of the side frame, said iianges and said angular web providing a pocket in the guide column having side walls defined by inner surfaces of said iianges and an inclined roof defined by said angular web with the upper surface of said chord web defining an inclined bottom of the pocket sloping downwardly towards said load supporting spring seat, said inboard flange joining one edge of the chord web, said outboard flange joining the other edge of the chord web, and a spring seat on the upper surface of said chord web within said pocket facing an upper corner of the pocket and lying in a plane at right angles to the bisector of an angle defined by said angular web and the free edges of said flanges.

14. ln a truss type side frame for a railway car truck, a compression member, a spring seat, a tension member of inverted tJ-shape in cross section inclined upwardly from the spring seat with a top plate thereof forming an upper surface of the tension member, a guide column connecting the compression member to the inclined portion of the tension member including an angular web extending towards the inclined portion of the tensionmember, an inboard iiange connected along one edge of the angular web with a free edge thereof defining a side boundary of a bolster opening in the side frame, an outboard ange connected along the other edge of the angular web and having a free edge aligned with the free edge of the inboard flange transversely of the side frame, said lianges and said angular web providing a pocket in the guide column having substantially vertical side walls defined by said flanges and an inclined roof defined by said angular web with said plate defining an inclined bottom of the pocket, said inboard and outboard anges being connected to opposite edges of said top plate, said inboard and outboard anges having horizontally aligned openings therein between said angular web and the free edges of said anges, and said inboard and outboard flanges having additional openings therein adjacent the first openings.

15. In a truss type side frame for a railway car truck, a compression member, an inclined tension member of inverted U-shape in cross section having a chord web providing an upper surface thereof, a guide column connecting the compression member to the tension member including an angular web extending towards the tension member, a triangular shaped inboard flange connected along one edge to an edge of the angular web and having a free edge defining a side boundary of a bolster opening in the side frame, a triangular shaped outboard flange connected alongV one edge to the other edge of the angular web and having a free edge aligned with the free edge of the inboard flange transversely to the side frame, said triangular shaped anges being connected along base portions thereof to opposite edges of said chord web, said triangular shaped iianges and said angular web defining a pocket in the guide column having substantially vertical side walls defined by inner surfaces of said triangular shaped lianges and an inclined roof defined by the under surface of said angular web with said chord web defining an inclined bottom of the pocket, said inboard and outboard flanges having openings therein with the centers of said openings intersecting a line bisecting an apex angle of said pocket, and said inboard and outboard anges having horizontally aligned openings therein positioned between the first openings and a plane defined by the under surface of said angular web.

16. ln a truss type side frame for a railway car truck, a compression member,- a spring seat, a tension member of inverted U-shape in cross section inclined upwardly from said spring seat and having a chord web forming an upper surface thereof, a guide column connecting the compression member to the inclined tension member including a short web extending substantially vertically downward from the compression member and a further angular web extending towards the inclined tension member, a triangular shaped inboard iiange connected along one edge to' an edge of the angular web and having a free edge terminating beyond the vertical plane of said short web defining a side boundary of a bolster opening in the side frame, a triangular shaped outboard flange connected along one edge to the other edge of the angular web and having a free edge aligned with the free edge of the inboard ange transversely of the side frame, said triangular shaped iianges merging along base por tions thereof with opposite edges of said chord web, said triangular shaped anges and said angular web providing a pocket in the guide column having substantially vertical side walls defined by inner surfaces of said triangular shaped flanges and an inclined roof definedl by the under surface of said angular web with said chord web defining an inclined bottom of the pocket, a rib integral with and extending vertically along an external surface of the inboard ange between the compression member and the tension member and aligned with said short web, and a rib integral with and extending vertically along an outer surface of said outboard flange between the compression member and the tension member and aligned with said short web.

17. In a railway car truck, a compression member, an inclined tension member, a guide column connecting the compression member to the tension member including an angular web extending downwardly towards said tension member, a triangular shaped inboard ange connected along one edge to an edge of the angular web and having a free edge defining a side boundary of a bolster opening in the side frame, a triangular shaped outboard flange connected along one edge to the other edge of the angular web having a free edge alignedA with the free edge of the inboard flange transversely of the side frame, said flanges and angular web dening` a pocket in the guide column, a triangular shaped friction shoe within said pocket having a web with a surface thereon lying along said angular web and having a web with a surface thereon substantially parallel to the free edges of said anges, a tie member joining the webs of the friction shoe, a tie bar connecting base portions of the webs of the friction shoe and spaced inwardly from a side of the shoe, a lug carried by one of said triangular shaped flanges projecting into the pocket and adapted to be engaged by said tie member for preventing unlimited downward movement of the friction shoe in said pocket, and said lug terminating short of the path of movement of said tie bar.

18. In a railway car truck, a compression member, an inclined tension member, a guide column connecting the compression member to the tension member including an angular web extending downwardly towards said tension member, a triangular shaped inboard ange connected along one edge to an edge of the angular web and having a free edge defining a side boundary of a bolster opening in the side frame, a triangular shaped outboard flange connected along one edge to the other edge of the angular web having a free edge aligned with the free edge of the inboard flange transversely of the side frame, said flanges and said angular web defining a triangular shaped pocket in the guide column, a triangular shaped wedge within said pocket including a plate with a surface thereon lying along said angular web and a plate with a surface thereon substantially parallel to the free edges of said flanges, an auxiliary spring seat on said tension member at the bottom of said pocket facing an upper corner thereof, a spring engaging said auxiliary spring seat urging the Wedge upwardly, spaced tie bars connecting base portions of said plates, and said triangular shaped flanges having horizontally aligned openings therein between a line bisecting an apex angle of said pocket and a plane defined by said angular web for receiving a pin above the tie bars to prevent upward movement of the wedge.

19. In a railway car truck, a compression member, a spring seat, a tension member inclined upwardly from the spring seat including a chord web forming an upper surface of the tension member, a guide column connecting the compression member to the tension member including an angular web extending downwardly toward said chord web and substantially at right angles with respect thereto, an inboard flange connected along one edge to an edge of the angular web and connected along another edge to an edge of the chord web and having a free edge defining a side boundary of a bolster opening,an outboard flange connected along one edge to the other edge of the angular web and connected along another edge to the other edge of the chord web and having a free edge aligned with the free edge of the inboard flange transversely of the side frame, said inboard and outboard flanges providing a pocket within the guide column having a roof defined by the angular web and a bottom wall defined by said chord web, two plates joined at an apex and diverging from each other providing a wedge shaped friction shoe with one plate engaging the angular web and the other plate having a surface substantially parallel to the free edges of said flanges, spaced tie bars connecting base portions of said plates and providing an unobstructed opening therebetween, a spring compressed between the friction shoe and said chord web urging the friction shoe upwardly in the pocket, said flanges having openings therein aligned with the axis of said spring for receiving a fulcrum bar to retract the wedge against the action of said spring, and said flanges having horizontally aligned openings therein for receiving a pin to prevent upward movement of the friction shoe.

20. In a railway car truck, a compression member, a main spring seat, a tension member of inverted U-shape in cross section inclined upwardly from said spring seat and having a chord web forming the upper surface of the tension member, a guide column connecting the compression member to the tension member including an angular' web extending downwardly towards said chord web, a triangular shaped inboard flange connected along one edge to an edge of the angular web and connected along another edge to an edge of the chord web and having a free edge defining a side boundary of a bolster opening, a triangular shaped outboard flange connected along one edge to the other edge of the angular web and connected along another edge to the other edge of the chord web and having a free edge aligned with the free edge of the inboard flange transversely of the side frame, said inboard and outboard flanges defining a pocket within the guide column having a roof defined by the angular web and a bottom wall defined by said chord web, two plates joined at an apex angle and diverging from each other providing a wedge shaped friction shoe arranged in said pocket with one plate engaging the angular web and the other plate having an outer surface substantially parallel to the free edges of the flanges, a bolster having an end portion resiliently supported on said main spring seat, a friction surface at one side of said bolster arranged along the free edges of said flanges, an auxiliary spring seat on said chord web, a spring compressed between the friction shoe and said auxiliary spring seat urging the friction shoe upwardly in the pocket with one plate engaging the angular web and the other plate engaging the friction surface on the bolster, and tie bars at the sides of said spring joining base portions of said plates.

2l. In a railway car truck, a compression member, a main spring seat, a tension member of inverted U-shape in cross section inclined upwardly from said spring seat and having a chord web forming the upper surface of the tension member, a guide column connecting the compression member to the tension member including an angular web extending downwardly towards said chord web and substantially at right angles with respect thereto, a triangular shaped inboard flange connected along one edge l to an edge of the angular web and connected along another edge to an edge of the chord web and having a free edge defining a side boundary of a bolster opening, a triangular shaped outboard flange connected along one edge to the other edge of the angular web and connected along another edge to the other edge of the chord web and having a free edge aligned with the free edge of the inboard flange transversely of the side frame, said inboard and outboard flanges defining a pocket within the guide column having a roof defined by the angular web and a bottom Wall defined by said chord web, two plates joined at an apex angle and diverging from each other providing a wedge shaped friction shoe arranged in said pocket with one plate engaging the angular web and the other plate having an outer surface substantially parallel to the free edges of the flanges, a bolster having an end portion resiliently supported on said main spring seat, a friction surface carried by a side of said bolster arranged along the free edges of said flanges, spaced tie bars connecting base portions of said plates and providing an unobstructed opening therebetween, a tie member connecting intermediate portion of said plates providing a downward facing wedge spring seat, an auxiliary spring seat on said chord web, a spring extending between said tie bars compressed between and engaging said wedge spring seat and said auxiliary spring seat urging the friction shoe upwardly in the pocket with one plate engaging the angular web and the other plate engaging the friction surface on said bolster.

22. In a truss type side frame for a railway car truck, a compression member, a tension member, a guide column connecting the compression member to the tension member having an angular web extending towards the tension member, a triangular shaped inboard flange connected to one edge of the angular web and having a free edge defining a side boundary of a bolster opening in the side frame, a triangular shaped outboard flange connected to the other edge of the angular web having a free edge aligned transversely of the side frame with the free edge of the inboard ange, said anges and said angular web providing a pocket in the guide column having substantially vertical side walls defined by inner surfaces of said anges and an inclined top defined by said angular web, a web on the tension member within the guide column spaced below a lower end of said angular web defining an inclined bottom of the pocket sloping downwardly towards the free edges of said flanges, and said inboard and outboard flanges being connected to opposite edges of said web.

23. ln a car truck, a side frame having a compression member, av tension member and spaced columns joining said members defining sides of a bolster receiving opening between the tension member and the compression member, a bolster extending into said opening, lugs carried by the bolster extending laterally therefrom and overlapping said columns in all operative positions of the bolster with respect to the side frame, said bloster having a top wall and a lowermost portion and substantially vertical side walls connecting the top wall and the lowerrnost portion, each of said columns having a pocket therein open towards one of said side walls of the bolster, a Wall in each of said pockets extending transversely of the side frarne and sloping longitudinally thereof, a friction shoe in each pocket, each friction shoe having a surface in engagement with the adjacent sloping wall and a substantially vertical surface in engagement with. one of said side walls of the bolster, a spring reacting between each friction shoe and the side frame urging the friction shoe into engagement with one of said side walls and the associated sloping wall, the axis of each of said springs arranged in alignment with an apex angle of the associated friction shoe, resilient means supporting the bolster on the side frame for vertical movements with respect thereto, said vertical surface on each friction shoe extending at least to the level of an upper surface of the top wall of the bolster throughout all operative positions of the bolster during deflection of said resilient means between unloaded and loaded positions of the bolster with respect to the side frame, the vertical surface on each friction shoe extending at least to the level of the lowermost portion of the bolster throughout all operative positions of the bolster during deliection of said resilient means between unloaded and loaded positions of the bolster, each friction shoe having an aperture therein open at the side thereof, each column having an opening therein adjacent the aperture of the associated friction shoe through which a pry bar may be introduced to retract the friction shoe against the action of its actuating spring, and said columns having openings therein for receiving pins to engage and hold the friction shoes in the retracted positions.

24. In a car truck, a side frame having a compression member and a tension member and spaced columns joining said members defining sides of a bolster receiving opening between the tension member and the compression member, a bolster extending into said opening, lugs carried by the bolster extending laterally therefrom and overlapping said columns in all operative positions of the bolster with respect to the side frame, said bolster having a top wall and a lowermost portion and substantially vertical side walls connecting the top wall and the lowermost portion, each of said columns having a pocket therein open towards one of said side walls of the bolster, a wall in each of said pockets extending transversely of the side frame and sloping longitudinally thereof, a friction shoe in each pocket, each friction shoe having a surface in engagement with the adjacent sloping Walland a substantially vertical surface in engagement with one of said side Walls of the bolster, a spring reacting between each friction shoe and the side frame urging the friction shoe into engagement with one of said side walls and the associated sloping wall, resilient means supporting the bolster on the side frame for vertical movements with respect thereto, said vertical surface on each friction shoe extending at least to the level of an upper surface of the top wall of the bolster throughout all operative positions of the bolster during deflection of said resilient means between unloaded and loaded positions of the bolster with respect to the side frame, and the vertical surface on ea'ch friction shoe extending at least to the level of the lowermost portion of the bolster throughout all operative positions of the bolster during deection of said resilient means between unloaded and loaded positions of the bolster.

References Cited in the le of this patent UNITED STATES PATENTS 1,405,620 OConnor Feb'. 7, 1922 1,542,828 OConnor June 23, 1925 1,562,783 OConnor Nov. 24, 1925 2,012,949' Dreaming sept. 3, 1935 2,091,854 Hobson Aug. 31, 1937 2,142,426 Webb Ian. 3, 1939 2,159,138 Duryea May 23, 1939 2,352,693 Davidson July 4, 1944 2,378,414 Light tune 19, 1945 2,394,872 Pierce Feb. 12, 1946 2,413,458 Light Dec. 3l, 1946 2,422,638 Tucker June 17, 1947 2,425,822 Olander Aug. 19, 1947 2,434,583 Pierce Jan. 13, 1948 2,437,359 Pierce -Mar. 9, 1948 2,458,210 Schlegal Jan. 4, 1949 2,485,974 Lehrman Oct. 25, 1949

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