EA040606B1 - RAILWAY CAR TROLLEY BOOT - Google Patents

Description

This application claims priority from provisional patent application US 62/587,736, filed November 17, 2017, the description and drawings of which are incorporated herein by reference.

Technical field

This invention relates to the field of bogie bolsters for railway cars.

State of the art

The bolsters of the railway bogie transfer the loads of the hull of the railway car to the side frames of the bogie. They generally take the form of hollow beams with a deep central part and shallow ends. The shallow ends rest on the main spring sets located in the side frames of the bogie. The bolster has a thrust bearing recess that receives the thrust bearing of the main bolster of the railway car body by means of a hinge connection, allowing the bogie to rotate about a vertical axis relative to the car body. The bolster as a whole comprises an upper flange, a lower flange and walls bearing a shear force between the upper and lower flanges. The central part of the bogie bolster has holes formed through it to accommodate the brake rods.

The essence of the invention

According to an aspect of the invention, a railcar bogie bolster is provided. It has first and second circuits of brake rod holes extending through it. The bolster contains at least the first arch or arch formed in it. The first vault is located above the contours for receiving brake thrust and corresponds to their shapes.

As a feature of this aspect of the invention, the first arch has an arcuate cross section. The arcuate cross section extends transversely through the bolster. In another feature, the bolster contains respective first and second transverse structural parts extending circumferentially around contours for receiving brake thrust. The arches are formed by the upper sections of the continuous structural parts. In another feature, the bolster has a thrust bearing recess, and the bolster has corresponding transverse ribs extending downward from the thrust bearing recess to the junction with the roofs. In another feature, the bolster is cast. In another feature, the bolster is cast from steel.

According to another aspect of the invention, a railcar bogie bolster is provided. It has first and second brake rod holes formed therein. The shape of the holes for the brake rod corresponds to the respective first and second circuits for receiving the brake rod. The bolster contains the first and second bearing stiffening ribs passing in the transverse direction, formed in it. The ribs of the thrust bearing are located above the first and second circuits for receiving the brake thrust, respectively, and do not intersect with them.

As a feature of this aspect of the invention, the bolster includes first and second inner vertical walls extending in the longitudinal direction. The first rib extends between the first and second inner vertical walls. In another feature, the first rib has a central portion, as well as first and second end portions. The central section is located between the first and second vertical walls. The end sections are located in the transverse direction outside the first and second vertical walls, respectively. In another feature, the bolster contains first and second outer walls. The first and second end portions of the first rib are integrated with the first and second outer walls, respectively. In yet another feature, the cross-sectional area of the central portion of the first rib is greater than the cross-sectional area of the end portions of the first rib. In yet another feature, the thickness of the first rib tapers from its widest dimension at the central portion to a narrower dimension at the end portions. In yet another feature, the bolster has a thrust bearing recess having a vertical peripheral wall of the thrust bearing recess. The first rib is at least partially curved and extends at least partially under the peripheral wall of the thrust bearing recess. In yet another feature, the first rib has a lowermost boundary shaped to match and flush with the first brake link hole. In another feature, the first brake rod hole has an uppermost portion having a horizontal tangent location. The first rib completely fills the space between the first and second walls in the longitudinal direction inward from the location of the tangent to the hole of the pivot bearing of the bolster bearing. In yet another feature, the bolster has at least a first upper section of the channel extending along at least a section of the first circuit for receiving brake rods and above it. In yet another feature, the first edge is merged with the top section of the channel. In yet another feature, the upper section of the channel is flush with at least one of the holes for the brake rod.

In another feature, the bolster comprises at least the upper portion of a partial channel extending through the bolster above each brake rod receiving circuit. In yet another feature, the bolster includes a brake rod bore tube extending through the bolster. In another feature, the tube has side holes. In another feature, each of the first and second ribs is combined with the corresponding one of the tubes. In yet another feature, the bolster contains a bottom shelf, and the bottom shelf contains vertical first and second ribs, passing

- 1 040606 running in transverse direction under the first and second contours of the holes for the brake rod. In an additional feature, the first and second ribs are united flush with the walls of the bolster, through which holes for the brake rod are formed. In another feature, the bolster of a railway car bogie contains a tension element. Tension element has a central section and inclined sections adjacent to each of its longitudinal sides. The center section and slanted sections have respective through thicknesses. The through thickness of the central section is greater than the through thickness of the inclined sections. The holes for the brake rod have corresponding peripheries having rounded extreme lower portions. The central section of the tension member has an upper surface flush with the lowermost portions of the peripheries. According to any of the above aspects and features, the bolster may be cast, for example cast steel.

According to another aspect of the invention, a bogie bolster of a railroad car is provided. It comprises a hollow beam comprising a longitudinally extending tension member, a longitudinally extending compression member, and a longitudinally extending vertical wall extending between the compression member and the tension member. The compression element contains a thrust bearing recess. The bolster has first and second contours of holes for brake rod formed through it in the transverse direction. The wall contains the first inner wall and the first inner rib extending laterally relative to the wall. The first inner wall has first and second brake rod openings forming a free space for the first and second brake rod free space circuits. The first hole for the brake rod has a periphery. The first rib is located above the tensile element, and its uppermost boundary is flush with the periphery of the first hole for the brake rod.

As a feature of this aspect of the invention, the first inner wall has a second brake rod opening having a periphery and a second rib positioned above the tension member. The second rib has an uppermost boundary located flush with the periphery of the second hole for the brake rod. In another feature, the wall comprises a second inner wall spaced from the first inner wall. The first rib passes through the tension element between the first wall and the second wall. In another feature, the bolster wall comprises first and second outer walls. The first rib passes through the tension element from the first outer wall to the second outer wall. In another feature, the first rib is the lower first rib. The cart contains the upper first rib. The upper first rib passes under the thrust bearing recess in the lateral direction relative to the first wall. The first top rib terminates without intersecting the first contour of the brake rod hole. In another feature, the first top rib terminates flush with and is shaped to match the first brake link hole. In yet another feature, the first and second ribs are the lower first and second ribs. Cart contains upper first and second ribs. The upper first rib extends under the thrust bearing recess between the first wall and the second wall. The first and second upper ribs terminate without intersecting the first and second contours of the brake rod holes, respectively. In another feature, the first and second top ribs terminate flush with the first and second brake link holes, respectively, and conform to their shape.

According to another aspect, a rail car bogie bolster is provided. It comprises a hollow beam containing longitudinally extending tension and compression elements and a longitudinally extending vertical wall that extends between the compression and tension elements. The compression element contains a thrust bearing recess. The bolster has first and second contours of holes for brake rod formed through it in the transverse direction. The wall contains the first inner wall and the first inner rib extending laterally relative to the wall. The wall has first and second brake rod openings forming a free space for brake rod free space contours. Each of the first and second brake rod holes has a periphery. Each periphery is integrated flush with the stretch element.

As a feature of this aspect of the invention, the bolster has a second inner wall spaced from the first inner wall. The second inner wall has respective first and second brake rod holes, each of which has a periphery integrated flush with the tension member. The bolster also contains the first and second stiffening ribs of the thrust bearing recess, passing between the first and second walls under the thrust bearing recess and above the first and second holes for the brake rod of the first and second inner walls.

According to another aspect of the invention, a railcar bogie bolster is provided, comprising first and second brake link channels formed transversely through it. Each brake link channel comprises at least one of the following: (a) an upper section of the channel extending along the uppermost section of the channel, wherein the upper section of the channel extends at least

- 2 040606 section of the channel crosses at least the first inner wall of the bolster extending in the longitudinal direction; and (b) a lower channel section extending along the lowermost channel section, wherein the lower channel section intersects at least a first longitudinally extending inner wall of the bolster.

As a feature of this aspect of the invention, the first brake link channel comprises (a) and (b). In another feature, the first brake link channel comprises first and second vertical sidewall portions connecting the upper and lower portions of the first brake link channel. In another feature, at least one of the first and second sections of the vertical side wall has at least one lightening hole formed therein. In yet another feature, at least one of the following is provided: wherein the bolster of the bogie comprises (a), and the upper section of the channel has a semicircular cross section; wherein the bolster of the bogie contains (b), and the lower section of the channel has a semicircular cross section. In another feature, the brake link channel comprises a bottom portion having an open periphery between any pair of longitudinally extending bolster walls. In another feature, the bolster contains (a), and the bolster contains a second inner wall extending in the longitudinal direction, spaced from the first inner wall extending in the longitudinal direction, and the upper section passes between the first and second inner walls and crosses them. In yet another feature, the top portion terminates adjacent to the first and second inner walls. In an alternative feature, the bolster comprises first and second outer walls extending in the longitudinal direction, and the upper section intersects the first and second outer walls and terminates next to them.

In yet another feature, the bolster contains a second inner wall extending in the longitudinal direction, and in the first and second outer walls extending in the longitudinal direction, the first and second upper sections (a) are included. The first upper section (a) extends between the first outer wall and the first inner wall, crosses them and ends next to them. The second upper section (a) extends between the second outer wall and the second inner wall, crosses them and ends next to them. In another feature, the bolster includes at least a first transversely extending upper rib. The transversely extending rib is a stiffening rib for the thrust bearing recess. It extends downward from the thrust bearing recess above the first brake link channel. In yet another feature, the bolster includes at least a first transversely extending lower rib. The lower transversely extending rib is a stiffening rib of the lower flange. The lower flange stiffening rib is located above the lower flange of the bolster under the first channel for the brake rod. In yet another feature, the bogie bolster contains a first upper transverse stiffener and a first lower transverse stiffener. In yet another feature, the bolster is cast from steel.

According to another aspect of the invention, a railcar bogie bolster is provided, comprising first and second brake link channels formed therethrough. The upper section of each channel is limited at least partially by a tubular section extending transversely relative to the bogie bolster.

As a feature of this aspect of the invention, the tubular section forms a closed oval periphery. In another feature, the bolster comprises a transverse thrust bearing bolster reinforcement that extends downward to integrate with the tubular section. In yet another feature, the bolster includes a transversely extending lower flange stiffening rib that extends upwardly to merge with the lowermost portion of said tubular section. In yet another feature, the tubular section includes vertical sidewalls. The vertical side walls have lightening holes.

According to another aspect of the invention, a railcar bogie bolster is provided. It contains top and bottom shelves; deepening of the thrust bearing; first and second outer side walls; and longitudinally extending first and second inner walls. The top shelf, the bottom shelf, and the first and second outer side walls cooperate to form a hollow beam. The thrust bearing recess is formed in the upper shelf. The first and second inner walls extend in the longitudinal direction inside the beam and are located at a distance from each other. The first and second outer side walls are spaced from the first and second inner walls, respectively. The first and second inner walls extend below the thrust bearing recess. The bolster has first and second brake rod free space holes formed therein. The holes have a contour of free space. Each of the first and second outer walls and each of the first and second inner walls have shapes corresponding to the contours of the free spaces of the brake rod holes. A transversely extending rib is formed between the first and second inner walls under the thrust bearing recess and above the contour of the free space of the brake rod hole.

These and other aspects and features of the invention can be understood with reference to the following description and with the help of illustrations of several examples.

- 3 040606

Brief description of the drawings

The description is accompanied by a set of illustrative figures, in which:

in fig. 1a shows an isometric perspective view of a configuration of such a railcar bogie which may include a bogie bolster;

in fig. 2a is an isometric view of the bogie bolster for the railroad car bogie of FIG. 1a;

in fig. 2b shows an isometric sectional view of the bogie bolster of FIG. 2a, taken inwards from the front outer wall of the bolster, facing towards the proximate inner wall of the bolster;

in fig. 2c is a vertical sectional isometric view of the bogie bolster of the railroad car of FIG. 2a along its longitudinal center line;

in fig. 2d is an isometric sectional view of the bolster of FIG. 2a; on a vertical longitudinal plane outside the far inner wall, facing towards its far outer wall;

in fig. 3a is a plan view of approximately one quarter of the bolster of FIG. 2a, wherein the bolster has longitudinal and transverse axes of symmetry;

in fig. 3b shows a bottom view of approximately one quarter of the bolster of FIG. 2a;

in fig. 3c is a side view of approximately one quarter of the bolster of FIG. 3a;

in fig. 3d shows a sectional side view of approximately one quarter of the bolster of FIG. 3a on the vertical plane of symmetry of the longitudinal center line;

in fig. 4a is a vertical cross-sectional view of the bolster of FIG. 2a at the transition in the longitudinal direction inward from the absorption wedges and under the outer side of the interaction surface of the fastening of the side bearing or support;

in fig. 4b shows a vertical cross-sectional view of the bolster of FIG. 2a, made through the central line of the surface of the interaction of the fastening of the side bearing;

in fig. 4c is a vertical cross-sectional view of the bolster of FIG. 2a, made through the outer lightening holes, depicting the inner longitudinal groove and the side wall;

in fig. 4d is a vertical cross-sectional view of the bolster of FIG. 2a near the center of the relief holes, showing the transverse wall and the tapering profile of the vertical wall;

in fig. 4e is a vertical cross-sectional view of the bolster of FIG. 2a closer to the center from the side wall, depicting the first transverse lower rib and rounded along the radius of the association with its inner and outer walls;

in fig. 4f is a vertical cross-sectional view showing the expanded, radiused arcuate transition of the inner walls into the upper rib of the bolster of FIG. 2a;

in fig. 4g shows a detailed vertical cross-sectional view of the depth of the transition section of the upper rib;

in fig. 4h is a vertical cross-sectional view of the center of the lower and upper ribs, showing them flush with the periphery of the brake rod hole from above and below;

in fig. 4i is a vertical cross-sectional view near the center from the top and bottom ribs showing the thicknesses of the thrust pad and the bottom flange of the tensile member;

in fig. 4j is a vertical cross-sectional view along the central plane of symmetry of the bolster;

in fig. 4k drawing corresponds to FIG. 4i, but facing outward rather than inward;

in fig. 4l the drawing corresponds to FIG. 4h, but facing outward rather than inward;

in fig. 4m is a vertical cross-sectional view through the side wall outward;

in fig. 4n is a vertical cross-sectional view next to the lightening holes showing the ends of the slots in the compression and tension members of the bolster of FIG. 2a;

in fig. 4o corresponds to FIG. 4a, but facing outward rather than inward, and depicts the transition into the bolster pockets;

in fig. 5a is a bottom perspective view of the bolster embodiment of FIG. 2a on the section located directly below the lower border of the transition of the upper rib;

in fig. 5b shows an enlarged detailed view of the transition of the upper rib to the center line section;

in fig. 5c is a detailed, enlarged centerline longitudinal sectional view showing a brake rod hole and an embodiment of a top rib in section;

in fig. 5d shows an alternative implementation of the detailed enlarged view of FIG. 5s;

- 4 040606 in FIG. 6a is a detailed bottom perspective view of a detailed view of the bolster of FIG. 2a;

in fig. 6b is a sectional view to scale of the detail view of FIG. 6a showing the upper inner ribs and their association with the longitudinal walls of the bolster;

in fig. 7a shows an alternative implementation of the detailed view of FIG. 6a;

in fig. 7b shows an enlarged detailed view of the embodiment of FIG. 7a;

in fig. 8a shows a further alternative implementation of the detailed enlarged view of FIG. 6a;

in fig. 8b is an enlarged sectional view showing the detailed view of FIG. 8a;

in fig. 9a shows a detailed view of the lower ribs of the bolster embodiment of FIG. 2a;

in fig. 9b shows an alternative view of the detailed view of FIG. 9a with the proximal outer wall removed to show internal details;

in fig. 9c shows an alternative implementation of the detailed view of FIG. 9a;

in fig. 9d is a horizontal cross sectional view of the enlarged detailed view of FIG. 9c taken at the middle height of the outer wall, facing down;

in fig. 10a shows an alternative implementation of the detailed view of FIG. 9a;

in fig. 10b shows an alternative implementation of the detailed view of FIG. 9a;

in fig. 10c shows an alternative view of the detailed view of FIG. 10b with the near outer wall removed to show internal details;

in fig. 10d is a perspective view, partly from below, of the embodiment of FIG. 10b with hollow spaces in the bottom shelf;

in fig. 10e is a perspective view, partly from below, of the embodiment of FIG. 10b with the stretch element shown with cavities;

in fig. 10f is a perspective view of the bolster along the central transverse section plane 10f-10f of FIG. 10e;

in fig. 11a is a perspective view of an alternative embodiment of the bolster of FIG. 2a containing the lining tubes of the brake rod holes;

in fig. 11b shows an isometric sectional view of the bolster of FIG. 11a, made inward from the front outer wall of the bolster facing the near inner wall;

in fig. 11c is a vertical sectional isometric view of the bogie bolster of the railroad car of FIG. 11a taken along its longitudinal center line;

in fig. 11d is an isometric sectional view of the bogie bolster of the railroad car of FIG. 11a; on a vertical longitudinal plane outside the far side inner wall, and facing towards its far side outer wall;

in fig. 11e shows a side view of the bolster of FIG. 11a;

in fig. 12a is a vertical cross-sectional perspective view of the bolster of FIG. 11a, taken inward from the brake beam mounting, facing the proximal brake link tube at the section section '12a-12a' in FIG. 11e;

in fig. 12b is a vertical cross-sectional view of the bolster of FIG. 11e in the middle of the proximal brake rod tube of FIG. 12a along the sectional line '12b-12b';

in fig. 12c is a vertical symmetry view of the bolster of FIG. 11a facing the distal brake linkage tube along the '12c-12c' sectional line in FIG. 11e;

in fig. 12d is a vertical cross-sectional view of the bolster of FIG. 11e in the middle of the distal brake rod tube of FIG. 12c at the section section '12d-12d';

in fig. 12e is a sectional perspective view corresponding to the section of FIG. 12a, facing longitudinally outward at the '12e-12e' section of FIG. 11e;

in fig. 12f is a vertical cross-sectional perspective view of the bolster of FIG. 11a through the inner transverse wall at the section section '12f-12f of FIG. 11e;

in fig. 12g is a vertical cross-sectional perspective view taken along the line '12g-12g' in FIG. 11e through the anchorage of the brake beam, showing the lightening holes in the inner walls and the outer transition to the double walls under the anchorage of the side bearing;

in fig. 12h is a vertical cross-sectional perspective view taken along the line '12h-12h' in FIG. 11e through the middle of the inner absorption pocket showing the inner cavity;

in fig. 12i is a vertical cross-sectional perspective view of the bolster of FIG. 11a through the hollow middle of the middle row spring seat, facing outward at the section section '12i12i' in FIG. 11e;

in fig. 13a is an enlarged perspective detailed view of an alternative embodiment to FIG. 11c showing the ribs connecting the thrust bearing recess to the tubes of the brake rod holes;

in fig. 13b shows an alternative sectional perspective view of FIG. 13a;

- 5 040606 in FIG. 14a is a perspective view, partly from below, of an enlarged detailed view of an alternative embodiment of the bolster of FIG. 11a, in which the lining tubes of the brake rod holes extend only between the inner walls of the bolster;

in fig. 14b is a perspective view, partly from above, of an enlarged detailed view of an alternative embodiment of the bolster of FIG. 11a, in which the lining tubes of the brake rod holes extend only between the inner walls of the bolster;

in fig. 14c is a perspective view, partly from below, of an enlarged detailed view of an alternative embodiment of the bolster of FIG. 11a, in which the lining tubes of the brake rod holes only extend between the outer walls and the inner walls;

in fig. 14d is a perspective view, partly from below, of an enlarged detailed view of an alternative embodiment of the bolster of FIG. 11a, in which a kingpin access hole is formed in the linings for the brake rod;

in fig. 15a is a perspective view of an enlarged detailed view of the bolster of FIG. 11a or 13a, in which the brake linkage tubes have side holes;

in fig. 15b is a horizontal cross sectional view of the enlarged detailed view of FIG. 15a, taken along the average height of the cladding tubes, facing upwards;

in fig. 15c is a partial sectional perspective view of an enlarged detailed view of the bolster of FIG. 15a;

in fig. 16a shows an enlarged detailed view of the alternative embodiment of FIG. 11a, in which the lining tubes of the brake rod holes extend in the form of an arcuate vault open at the bottom;

in fig. 16b is an enlarged detailed view of FIG. 16a in transverse section, facing upwards;

in fig. 16c shows an alternative embodiment of the bolster of FIG. 16a, containing ribs extending between the upper portions of the brake rod hole tube and the thrust bearing recess;

in fig. 16d is an alternative perspective view of the enlarged detailed view of FIG. 16s;

in fig. 17a shows an alternative embodiment of the bolster of FIG. 11a, in which the brake rod hole tube covers the lower portion of the brake rod hole, is open in its upper regions, and has transverse ribs under the thrust bearing recess;

in fig. 17b shows an alternative view of the bolster of FIG. 17a, shown partially from below;

in fig. 18a is a perspective sectional view of the central portion of an alternative embodiment of the bolster of FIG. 2a;

in fig. 18b is a plan view of the bolster section of FIG. 18a;

in fig. 18c is an upward sectional view taken along the line '18c-18c' in FIG. 18a;

in fig. 18d is a sectional perspective view of an alternative embodiment of the central bolster section of FIG. 18a; and in FIG. 18e is a downward sectional view taken along the line '18e-18e' in FIG. 18d.

Implementation of the invention

The following description and the embodiments described therein are provided to illustrate an example or examples of particular embodiments of the principles and aspects of the present invention. These examples are provided to explain, and not limit, these principles and the invention. In the description, like parts are identified by the same corresponding reference numerals in the description of the invention and in the drawings. Figures are to scale unless otherwise noted. Some of the figures are enlarged to show certain elements more clearly.

With regard to the general terminology of orientation and direction relative to the railroad car bogie described herein, the longitudinal direction is defined as coinciding with the rolling direction of the railroad car, or railcar assembly, when located on a straight (i.e., straight leg) track. If the railway car contains a center beam, the longitudinal direction is parallel to the center beam and parallel to the side beams, if any. Unless otherwise noted, the terms vertical or up and down use the top of rail (TOR, top of rail) as the reference point. In the context of a bogie as a whole, the term lateral or lateral outward refers to a distance or orientation relative to the longitudinal center line of the rail car or wagon assembly, or relative to the center line of the bogie bearing recess. The term "longitudinally inward" or "longitudinally outward" refers to the distance relative to the middle part of the bogie side section. The rocking motion is an angular motion of a railcar assembly around a horizontal axis perpendicular to the longitudinal direction. The yaw is the angle

- 6 040606 movement around the vertical axis. Rolling is an angular movement about a longitudinal axis.

In the context of a bogie bolster, such as bogie bolster 24 described below, when the car is stationary on a straight horizontal track, the length axis 25, the long or longitudinal axis of the bogie bolster tends to an orientation perpendicular to the longitudinal axis of the bogie or rail car and, in more generally, railroad tracks. In this description, the longitudinal axis 25 of the bolster can be considered the x-axis of the bolster. The transverse direction of the bolster may be considered the direction of the axial thickness of the bolster relative to the rolling direction of the bogie, and may be indicated by the y-axis of the bolster. The up and down direction, which may be parallel to the axis of the thrust pin in the installed state, may be considered the vertical or z-direction. Given that the railroad car bogie and bogie bolster described herein may typically have longitudinal and transverse axes of symmetry, it should be understood that the description of one half of the assembly may also be intended to describe the other half, taking into account the differences between the right and left parts. The commonly used engineering terms protruding, flush, and recessed may be used in this document to describe products that protrude beyond an adjacent element, are flush with an adjacent element, or do not protrude the same length as an adjacent element, respectively, and meaning, these terms correspond to the conditions greater than, equal to, and less than.

This document may refer to different plate sizes or Association of American Railroad (AAR) standards. Unless otherwise indicated, these standards are to be understood as worded as of the filing date of this application or, if priority is claimed, as of the earliest priority date of any application in which this standard is indicated.

This description applies to railcar bogies and bogie components. Several standard American Railroad bogie sizes are listed on page 711 of the Car & Locomotive Cyclopedia, 1997. maximum wagon gross weight per rail 142,000 pounds (64,410.12 kg). Similarly, 50 tons corresponds to 177,000 pounds (80285.85 kg), 70 tons corresponds to 220,000 pounds (99,790.32 kg), 100 tons corresponds to 263,000 pounds (119,294.79 kg) and 125 tons corresponds to 315,000 pounds (142,881.6 kg) . In each case, the bogie load limit is half the maximum gross weight of the wagon per rail. The other two types of bogie are a 110 ton bogie for rail cars, corresponding to a wagon-on-rail gross weight of 286,000 lb (129,727.42 kg), and a 70 ton low-profile bogie, a specialty sometimes used in passenger car wagons.

Bogie bolster 24 contains seats for friction absorbers. There are several types of absorber configurations, some of which are shown on p. 715-716 Car & Locomotive Cyclopedia, 1997. Each of the absorber configurations shown on p. 715-716 Car & Locomotive Cyclopedia, 1997, can be modified to include a quadrangular configuration with two absorbers, an inside absorber and an outside absorber, as shown in bogie 20. In general terminology, the absorber wedges are usually mounted inside the corner absorber. a bolster pocket formed at the end of the bogie bolster 24. Each wedge may have a generally triangular sectional shape, with one side of the triangle being or containing a load-bearing surface; the second side, which can be called the bottom surface, or base, forms the saddle of the spring; and the third side is the inclined side or hypotenuse between said other two sides. The first side may generally have a substantially flat bearing surface for vertical sliding engagement with the opposite bearing surface of one of the columns of the side frames. The second surface may not be a surface per se, but instead be in the form of a socket for receiving the top end of one of the springs of the spring assembly. Although the third surface or hypotenuse may appear to be generally flat, in some embodiments it may have a minor apex with a radius of curvature of perhaps 60 inches (152.4 cm). The apex may extend along the slope and may also extend across the slope. The end surfaces of the wedges may be generally flat and may have a low friction coating, surface treatment, sheath or gasket to provide sliding engagement with the sides of the bolster pocket or with the adjacent side of another independently slidable absorption wedge, if present.

Bogie 20 is shown with dual absorber configurations, also referred to as quadrangular absorber configurations, at the ends of the bolster. Bogies with single absorber configurations are known, typically with the absorbers located above the axial outer springs of the central leaf spring, and the features and aspects of the invention set forth herein can be applied to single absorber configurations without the need for

- 7 040606 redundant description duplication. In the terminology of this document, and as used in a dual absorber or quadrangular absorber configuration, but also as may be used in a single absorber configuration with a composite wedge, the wedges and corresponding absorber wedge groups formed in the bogie bolster 24 may have a first angle α representing the included angle between (a) the sloped surface of the absorber pocket attached to the bogie bolster and (b) the side surface of the frame column as viewed from the end of the bolster towards the center of the bogie. In some embodiments, the second angle β may be formed in the plane of the angle α, namely, in a plane perpendicular to the vertical longitudinal plane of the (undeflected) side frame, deviated from the vertical at the first angle. In other words, this plane is parallel to the (undeflected) longitudinal axis of the bogie bolster, and runs along the rear side (hypotenuse) of the absorber. The second angle β is formed as the lateral tilt angle shown when considering the absorber parallel to the plane of the angle α. When the suspension is engaged in response to track inhomogeneities, wedging forces acting on the second angle β may push the absorber inward or outward according to the selected angle.

In FIG. 1a shows an example of a railroad car bogie 20 intended to exemplify a wide variety of bogies in which the present invention may be applied. Bogie 20 and its bogie bolster 24 can be produced in different sizes, which can be suitable for 70 ton, 100 ton, 110 ton, 125 ton, and 70 ton special bogies. While truck 20 may be suitable for general purpose applications, it may be optimized for transporting relatively low density, high value cargo such as automobiles or consumer goods, for example, or for transporting denser industrial workpieces that may be transported in freight railcars for the transport of paper rolls, or the transport of dense raw materials such as coal, metal ores, cereals, potash, steel coils or other cargo. Cart 20 is generally symmetrical about its longitudinal and transverse, or lateral, central axes. When referring to a side frame, it should be understood that the bogie includes first and second side frames, first and second spring sets, and so on.

Bogie 20 includes a bogie bolster 24 mounted on main spring assemblies 52 in first and second side frames 26, which in turn are supported by wheelsets 22 for rolling along railroad tracks. The side frames 26 may be cast metal and may typically be cast steel. Each side frame 26 includes a generally rectangular side frame window 28 configured to receive one of the ends 30 of the bogie bolster 24 . The top edge of the window 28 is defined by a side frame arc or compression element, designated as the top chord element 32, and the bottom of the window 28 is defined by a tension element or bottom flange, designated as the bottom chord 34. The front and rear vertical sides of the window 28 are defined by a pair of first and second columns 36 side frame. On each of the upwardly curved ends of the side frame 26 are support mounts or support saddles 38 of the side frame. Bearings and bearing adapters installed at the ends of the wheelset axle 22 are installed in different support saddles 38. The bogie bolster 24 contains a thrust bearing recess 40, in which, during operation, the return bearing of the freight railway car is located. Bogie bogie bolster 24 includes bearings 42 connected to the underside of the freight car's main bolster. Bogie 20 includes brake beams 44 mounted on any surface of the bolster 24. To accommodate the brake cylinders or their brake rods, the bolster 24 of the truck includes a hole 46, 48 for the brake rod.

The brake link slots or holes 46, 48 are the end holes of the brake link channels 68 that extend completely through the bogie bolster 24. The size of these channels in all areas is at least equal to the contour 50 of the hole for the brake rod. In other words, a brake rod hole contour 50 is provided that accommodates brake fittings used on freight car bogies, available from private manufacturers, and which conforms to applicable American Railroad Association standards for brakes. More generally, the brake link holes 46 and 48 and the brake link channels 68 may generally be the same size as or larger than the brake link hole contour 50, but whether or not they are larger , their shape corresponds to the contour 50 of the hole for the brake rod. In other words, the brake link channels 68 are formed through various walls of the bolster 24, as may be described herein, so as not to penetrate or otherwise obstruct the brake link circuit 50.

As indicated above, the bolster 24 may include holes 46 and 48 for brake rods. Holes 46 and 48 may have a non-standard size and shape. In other words, the American Railroad Association S-392 standard discloses standard dimensions for brake rod holes to accommodate a standard brake rod configuration and to accommodate a WAB brake assembly.

- 8 040606

COPAC™ or NYCOPAC™. The S-392 standard is incorporated herein by reference. In general, holes formed for WABCOPAC™ or NYCOPAC™ brake assemblies have corner radii, with a maximum radius of 2 inches (5.08 cm). Standard brake linkage holes are specified to have 2 inch (5.08 cm) rounding radii. WABCOPAC™ brake link holes are shown to have an area slightly less than approximately 25 inches ² (161.29 cm ² ), and standard brake link holes are shown to have an area somewhat less than approximately ³⁴ cm ² ). For example, one conventional brake link hole specified in American Railroad Association Standard S-392 depicts a WABCOPAC™ brake link hole that is generally rectangular in shape and is approximately 31/8 inches (7.9375 cm) wide, approximately 85/8 inches (21.9075 cm) and rounded corners having a radius of no more than 2 inches (5.08 cm). For comparison, holes 46 and 48 may be slightly larger. Brake link holes in the various embodiments described herein may have radii of curvature greater than 2 inches (5.08 cm) at one, the other, or all corners. It should be understood that the brake link hole contour 50 may comprise a combined set of standard brake link profile and WABCOPAC™ and NYCOPAC™ profiles. For example, holes 46 and 48 may be more rounded than the holes in standard and WABCOPAC™ or NYCOPAC™ brake rods as specified in ARA S-392. For example, the brake rod holes 46 and 48 are larger than the brake rod holes 346 and 348 described below. In the depicted embodiments, each of the liner brake link holes 346, 348 is approximately 101/2 inches (26.67 cm) high, 7 inches (17.78 cm) wide, with a corner radius of approximately 31/2 inches (8 .89 cm) and an area of approximately 63.9 inches ² (412.2572 cm ² ).

Hole profile, i.e. the holes 46 for the brake rod (or, in fact, the holes 162, 164 of the inner wall, respectively, as described below) may have an overall height h4 ₆ and an overall width w ₄₆ . The height h4 ₆ may exceed 3/5 of the depth of the bolster 24 measured through the top and bottom portions or the top and bottom flanges 82 and 84 (but not including the height of the rim of the thrust bearing recess). In one embodiment, the height h4 ₆ may exceed 2/3 of this height. In other words, h ₄₆ may exceed 10 inches (25.4 cm) and in one implementation may be approximately 101/2 inches (26.67 cm). The width value w ₄₆ may be greater than 2/5 of the total height across the top and bottom flanges 82 and 84, and in one embodiment may be approximately half that height. In one embodiment, w ₄₆ may exceed _61/2 inches (16.51 cm). In another implementation, w46 may exceed 7 inches (17.78 cm). The aspect ratio of the brake rod hole 46 may be such that the ratio of width w46 to height h46 is in the range of about 3:5 to about 4:5. The profile of the periphery of the hole 46 or 48 for the brake rod may have a perimeter arc length, P, and a limited area A4 ₆ . The characteristic dimension D _h can be defined as D _h =4A ₄₆ /P. In one embodiment, D _h may be greater than _61/2 inches (16.51 cm), in another embodiment it may be greater than 7 inches (17.78 cm), and in another embodiment it may be greater than 8 inches (20.32 cm). In one embodiment, D _h may be approximately 9 inches (22.86 cm). The equivalent circle diameter can be defined as D _c =square root of [4A/n]. The degree of roundness of the hole can be determined by the ratio of D _h to D _c . For a round hole, this Dh/D _c ratio is 100%. In another example, the brake rod hole 46 may have a D _h /D _c ratio greater than 95%. Another measure of comparative roundness can be obtained by determining the characteristic dimension D _p =(P/n), where n is approximately 3.14159. In some embodiments, the Dh/Dp ratio may exceed 90%. In absolute terms, in some embodiments, A46 may be greater than 45 inches ² (290.322 cm ² ). Alternatively, as a comparison to a corresponding conventional brake linkage hole as defined in American Railroad Association Standard S-392, A ₄₆ may, on the one hand, be one and a half times or more the size of the corresponding WABCOPAC™ hole, or, on the other hand, the corresponding conventional brake rod hole described in S-392.

Although the bolster 24 can be used in bogies of various sizes and capacities, it can be used in a bogie with a capacity of at least 70 tons as defined by the Association of American Railroads. Alternatively, it can be used in bogies of at least 100 tons category. As another alternative, it can be used in 110 ton or 124 ton bogies as defined by the Association of American Railroads. In somewhat other words, bolster 24 can be classified to support a central vertical load of at least 115,000 pounds (52,163.12 kg). In another embodiment, the bolster 24 may be classified to support a central vertical load of at least 130,000 pounds (58967.01 kg). In another embodiment, the bolster 24 may be classified to support a central vertical load of at least 145,000 pounds (65,770.89 kg).

- 9 040606

In operation, the bolster 24 is rotatable about a vertical axis or z-axis relative to the body of the railway car or the car assembly as a whole, while the vertical load of the railway car is transferred to the bolster via the thrust bearing recess 40 and side bearings 42. The bolster 24 is made moveable up and down in the side frame windows 28 on the main spring sets 52 in response to vertical vibrations. Vertical movement can be along the left and right (i.e., outer and inner) sets of friction absorbers 54, 56 located in the pockets of absorbers or pockets 58, 60 of the bolster 24, ensuring that the friction absorbers 54, 56 are pressed against the corresponding friction surfaces or plates. friction columns 36 side frames, thus absorbing movement. Friction absorbers 54, 56 (and corresponding absorber pockets 58, 60) may be provided in first and second sets of absorbers mounted on first and second ends of bolster 24, respectively. In the embodiment shown in FIG. 1a, each set of absorbers may contain four absorbers. Each of these absorbers may be spring-loaded independently of any other, and a set or set of absorbers or absorber wedges may be formed in a quadrangular configuration, more specifically with two absorbers facing each column of the side frame, with one element of each pair located behind outside of the other. The bolster 24 can be laterally displaced relative to the side frames 26 in response to lateral vibrations and have a range of movement provided by the inner and outer bolster lugs 62, 64. The spring sets 52 and the lateral swinging or rocking movement of the side frames may have the property of resiliently resisting this lateral movement and may tend to return the bolster 24 to an equilibrium position transverse (i. or swinging motion is reduced when the absorbers are pressed against the friction plates of the side frame columns. In the event of a slope or rocking of the car body, loads can be transferred to the bolster of the truck on side bearings 42 installed on the upper surface of the upper shelf of the bolster 24 from the bearing surfaces of the interaction side of the main body of the bolster of the car body.

Usually or often, the bolster 24 is cast from steel. The bolster 24 is a hollow section beam that generally takes the midpoint load on the thrust bearing recess 40 (and some additional loads applied to the side bearings 42 under certain load conditions), which is counteracted by the reactive forces at the ends 30. It can be assumed that that the bolster 24 has three regions: (1) a central region 70 which is the deepest portion of the bolster 24 and extends generally under the thrust bearing recess 40; (2) relatively shallow end portions or end regions or end sections 72, 74, which are located in the windows 28 of the side frames and rest on the main spring sets 52; and (3) intermediate or transition regions or arms 76, 78 extending between the first and second regions. The intermediate or transitional sections taper in depth from the deep central section 70 to the shallow end sections 72, 74. The bogie bolster 24 includes a tension element 35. The tension element 35 has a central section, region or section 71 and adjacent inclined sections, regions or sections 77, 79 on each side in its longitudinal direction. The lower chord, or tensile member 35, may also be referred to as or comprise the lower flange 84 of the bolster 24.

The bolster 24 may have a plane of symmetry extending longitudinally (ie, along axis 25) and vertically. In addition to such elements as brake fittings, the bolster 24 may also include a median transverse vertical plane of symmetry perpendicular to the longitudinal axis 25. The median center line runs in this vertical plane, with the longitudinal axis 25 running perpendicular to it. The bolster 24 may include an overhead shelf, an upper shelf or top section 82, a lower or lower shelf or bottom section 84, a first side wall or side wall section 86 and a second side wall or side section 88 walls. These sections may be joined together in a generally hollow box configuration when viewed in section to form a beam in which the top section 82 may function as a first shelf, or an overlying shelf, or a top shelf; the bottom section 84 can function as a second shelf, or a shelf below, or a bottom shelf; and the first and second sidewall portions 86 and 88 may be or function as shear transfer members or shear transfer walls connecting the upper and lower flanges, or portions, 82 and 84. The first and second sidewall portions 86 and 88 may also be referred to as outer , or outer, walls of the bolster 24, providing a shear connection between the upper and lower flanges of the bolster 24, defined by the upper and lower portion, or flanges, 82 and 84, respectively. In other words, sections 82, 84, 86 and 88 cooperate to form a beam having webs and flanges. The beam may have a hollow or generally hollow interior, generally designated 80, which may include one or more cavities or auxiliary cavities formed between the various webs and flanges. This beam may have

- 10 040606 a greater through thickness between the upper and lower flanges in this middle region 70 than in its shallower end regions 72, 74. These areas may be integrally formed sections of a single monolithic casting 90, which may be made of a material such as steel where the steel is a steel alloy that may be applicable for use in bogie bolsters of a freight railway car.

The top portion 82 may comprise or be a wall element, referred to as the top shelf. In the middle section, the top flange may have a generally vertical annular protrusion, or rim, 92 having a diameter of φ ₉₂ defining an outer circumferential wall of a thrust recess 40 which may accommodate a railway car body counter thrust bearing. An annular base wall 94 of the thrust recess 40 is defined by a rim 92. The base wall 94 is part of the upper portion, or shelf, 82. A concentric thrust pin receptacle 96 may be located in the center of the thrust recess 40. More generally, base wall 94, rim 92, and recess 40 are larger in diameter and therefore wider than the overall width of top portion 82 as a whole. Consequently, the upper boundaries of the sidewall portions 86 and 88 deviate locally laterally outward to merge with them through a gentle curvature.

At some distance in the radial direction from the receiving hole 96, in the direction in the length or in the longitudinal direction outward beyond the rim 92 of the recess 40, a side bearing mount or side bearing connecting surface, or a seat 98, which usually has the form of a rectangular machined surface, can be located, size which corresponds to the base of the slider, with two holes for placing the fasteners of the slider. The seat 98 may be an elevated portion of the top portion, or top shelf, 82. In other words, it may protrude from the surrounding area, and if the bolster 24 is cast, the seat 98 may be milled after casting to provide a flat machined surface. In one embodiment, the side bearing seat may be a generally rectangular flat area centered approximately 25 inches (63.5 cm) outward from the middle centerline of the bogie. The top shelf 82 may have a downwardly inclined transition located outside of the seat 98 and a further lower distal region which may extend through the side frame window.

The bottom shelf, or bottom section, 84 may contain or be a bottom shelf element and may be considered to contain or be identical to the tension element 35 . In other words, in service most often the top shelf may be a compression element and the bottom shelf may be a tension element. The through thickness of the central section 71 of the tension member 35 is greater than the respective through thicknesses of the inclined sections 77, 79. The brake rod holes 46, 48 have respective peripheries having rounded bottom end portions; and the central section 70 of said tension element 35 may have a thickness that, except for any vertical ribs or walls, has an upper surface recessed into the lowermost portions of said peripheries of holes 46, 48. In other words, the upper surface may be located below the level of the holes by a certain distance. This distance may be approximately 1 inch (2.54 cm) in some embodiments. The through thickness of the bottom flange element may be greatest in the middle of the central region 71 and may narrow in overall thickness reduction in the sloping regions 77, 79 to a thicker region in the distal regions 104. springs forming an upper spring seat for receiving the upper ends of the spring coils of the main spring set 52 and for receiving the upper ends of the friction absorbers.

Each of the first and second side wall portions 86, 88 may comprise a deep central region 110 that may extend between (a) the middle region of the top flange 82 under the thrust recess 40 and (b) the middle portion 70 of the bottom shelf member 84 to form a connecting wall. , working on a shift, between them. The side wall portions 86, 88 may further comprise a transition or intermediate portion 108 and an end portion 128. The transition portion 108 may taper in depth (i.e., be shallower in the vertical direction) from the inner portion to the outer portion and may form a connecting wall, working in shear, between the upper and lower flange in the transition of the inclined area 79.

Continuing with externally visible elements such as those shown in FIG. 3a-d, sidewall portions 86, 88 may comprise inner bolster lugs 62 and outer bolster lugs 64. Either or both of these projections may be tapered as described in US Pat. No. 7,631,603, issued Dec. 15, 2009. Each end of the bolster 24 may further comprise inner and outer bolster pockets or absorption pockets 58, 60 as discussed above. The inner pocket 58 of the bolster may have a substantially flat inclined surface 112, which may be inclined relative to the vertical plane by a first angle α. The inclined surface 112 may also have a lateral slope expressed as a second angle β. The apparent angle θ of the side slope of the bolster pocket due to the second angle β can be

- 11 040606 is visible in the side view of FIG. 3c, but the actual view of the second angle β can be seen when viewed along the tilted plane of the angle α. The inner pocket 58 of the bolster may contain an inner 114 transverse wall, and the longitudinal axis of the bolster 24 is orthogonal (ie, perpendicular) relative to it. The inner transverse wall 114 interacts with the inclined wall formed by the inclined surface 112 to form a double-sided groove or acute angle with a width corresponding to the width of the absorption wedge, with such a tolerance as to allow the absorption wedge installed in the pocket 58 of the bolster to be limited or pushed to interact along the inclined surface 112 and along the walled guide groove or guide groove formed by the inner transverse wall 114 with the property of being supported by the inner transverse wall 114 due to the second inclination angle β. The inner pocket 58 also includes an outer side wall or surface 116 forming a slight obtuse angle with the sloped surface 112 when viewed in actual view along the line of intersection or two surfaces. Similarly, the outer bolster pocket 60 may comprise an inclined surface 118 which may be inclined at a first angle α and a second angle β but on the opposite side, and an outer wall 120 which may be spaced in a mirror configuration relative to the inner transverse wall 114 and inclined surface 112. The outer pocket 60 of the bolster may also include an inner wall or surface 122 corresponding to wall 116. The bolster 24 may include a spring portion 124 between walls 116 and 122. 124. Section 124 may be part of the upper seat of the spring. Unlike conventional bolster pockets, which may have three walls (namely, a sloped surface located between a pair of parallel sidewalls spaced apart), in some embodiments, the bolster pocket or pockets may contain only two walls, and namely, an inclined surface and one lateral surface. For example, the bolster pocket 58 may have only a sloped surface 112 and an inner transverse wall 114. In this embodiment, the sloped or sloped surface 112 may merge at a chamfered edge with a vertical wall defined by sidewall portion 86 (or 88, as the case may be). ), instead of the other side surface of the bolster pocket. This can reduce the sharpness or sharpness of the transition in width, for example, the lower flange in the transition region from the shoulder region to the end region of the bolster. When viewed from below the end of the bolster, the flat center portion of the lower flange is approximately the same width as the wider portion of the lower flange at the inboard start of the sloped surface 112 and then tapers to a narrower portion. Viewed from below, the end portion of the lower flange may have a cruciform shape in which the cross member is defined by the surfaces below the middle leaf spring saddles and the stem tapers to be wide at the distal ends and narrow in the middle. It is possible that only the inner shaft of this cruciform shape tapers. In this embodiment, the base of the angle β can push the inner and outer absorbers laterally towards each other.

To complete the description of the externally visible elements of the bolster 24, brake axle connecting surface reinforcement 66 is provided, which are generally flat machined surfaces on which the brake armature is attached to the sidewalls of the bolster 24; and bearing connecting surfaces 98, which are generally generally rectangular machined surfaces with means for connecting to the hole. Holes or slots 65 formed along the center line in the top shelf and holes 75 formed along the center line in the bottom shelf may also be provided such that a vertical slot is formed through the transition section or shoulder of the bolster. The grooves have an aspect ratio of length to width of approximately 3:1.

The bolster 24 has internals as shown in FIG. 3a-d. The bolster 24 includes a pair of first and second internal generally vertical walls of generally vertical or internal vertical walls 130 and 132 extending in the longitudinal direction generally parallel to the outer walls of the side wall portions 86 and 88. The bolster 24 may also have first and second upper transverse ribs or transverse reinforcements 134, 136 located under the thrust bearing recess 40 extending transversely with respect to the length of the bolster 24, more generally. Side wall portions 86, 88, inner vertical walls 130, 132, and transverse reinforcements 134, 136 provide transverse reinforcement or support for the thrust bearing recess 40. Additionally, the first and second lower transverse ribs, or lower transverse reinforcements 138, 140, may be located on the lower portion, or lower flange, 84 and extend or be located transversely relative to the length of the bolster 24, more generally.

The following is a description of the outer walls and the inner walls. With regard to the outer walls, holes or slots 46, 48 are formed in the central region of the side wall portions 86 and 88 for the brake rod. The opening 46 in the side wall section 86 can be aligned with the opening 48

- 12 040606 in the section 88 of the side wall, and with the corresponding first and second, or left and right, holes 162, 164 for brake rod in such internal vertical walls 130, 132, as the case may be, thus cooperating to determine passing in the axial direction of the brake link channels 68 through the bolster 24. In other words, the various holes are aligned so that the brake link channel 68 solves the difficult problem of aligning the holes without intersecting a defined brake link free space contour 50. The profiles of these openings 46, 48 can be formed with larger radii and can form a larger channel for the brake valve and, by being able to use less material, can form a certain degree of lightening. In a particular embodiment, the openings 46 and 48 have a proximal side portion or border 142 closest to the transverse center line, the border rising with a longitudinally outward taper so that the middle wall portion 141 has the shape of an upwardly expanding tree trunk. Each of the openings 46 and 48 also includes a bottom portion or border 144 extending generally outward and offset inwardly from the outwardly and inwardly curving shape of the bottom portion or shelf 84, and having a matching shape. A third longitudinally outward, distal, raised, sloping boundary 146 or hypotenuse boundary is provided, and a fourth uppermost portion or boundary 148 extends between the portions or boundaries 142 and 146. The transitions or corners between each of these boundary portions are generally rounded. The uppermost portion or boundary 148 may form a substantially continuous radius between boundaries 142 and 146. The lower outside corner of the opening may form a relatively acute angle between portions 142 and 144, and may extend a considerable distance outward from the contour 50 of the free space of the opening for brake thrust. The top portion, top rounded corners, inside border, and bottom inside corner may follow or follow the profile of the free space contour 50. As shown in FIG. 2d, the entire periphery of openings 46 and 48 is thickened to form a peripheral rib, or flange, all the way around openings 46 (and 48) and, more generally, extending inwardly from side wall portions 86, 88.

Further outward is the access hole 150 . It generally has a rectangular shape and is located outside the armature 66 of the connecting surface of the brake axle and below it. As shown in FIG. 2d, the entire periphery of opening 150 is thickened to form a peripheral rib, or flange, all around and, more generally, extends inwardly from side wall portions 86, 88. The portion of the sidewall extending between the brake link hole 46 (or 48, as the case may be) and the access hole 150 can be identified as a brace 149 extending diagonally from the union of the thrust bearing recess with the top shelf 82 to the corner or bend at which the central section 71 of the lower flange 84 bends and merges into an inclined section 77 (or 79) of the lower flange 84, passing along the tapering shoulder portions of the bolster.

The outer surface of the proximal inner wall element, i. e. inner vertical wall 130 shown in FIG. 2b and the inner surface of another inner wall element, i.e. inner vertical wall 132 shown in FIG. 2s. Each of the inner vertical walls 130 and 132, starting from the transverse center line and extending outward on opposite inner parallel elements of the center wall, includes a central wall section 152 having a narrow lower shaft section 154 and an upper, wider tree-shaped main section 156. Section 152 of the wall forms a shoulder or prop shear transmission. Left and right openings 162, 164 are formed in the longitudinal direction on each side of the central wall portion 152 under the thrust bearing recess 40. Each of these holes has a periphery that does not intersect with the free space contour 50 for brake rod or runs tangentially with respect to it. In each case, openings 162 and 164 are generally oblong in shape, in which the opening is larger in the vertical direction than in the longitudinal direction of the bolster 24. The shape of the openings 162, 164 is shown in a detailed enlarged view in FIG. 5s. The inner border repeats the tree border of the central section 152 of the wall and is defined by it. The upper boundary terminates near the thrust recess 40 such that the wall boundary extends downwardly from the thrust recess 40 as a stem or rod, as indicated by 166 (FIG. 4e). Holes 162, 164 taper somewhat or converge at the top. The vertical tangent of the outer boundary of the holes 162, 164 passes near the outer diameter outside the rim 92 of the recess 40 of the thrust bearing or coincides with it. A vertical wall or rod 168 extends upward from the bottom section 84 to the boundary of each of the holes 162, 164. The profile of the holes 162, 164 may differ from the profile of the holes 46, 48.

An additional opening 170 (or 172) is formed in the inner vertical wall 130 (or 132) in the outer transition region of the bolster 24 so as to leave a wall, ridge or strut 174 between the opening 162 and 170 (or between 164 and 172, depending on the specific case). The strut 174 curves smoothly and intensively into the lower portion 84 at the bottom and into the wall bar portion 166 extending downward from the upper portion 82 above the opening 170 (or 172). End section 178 of the wall extends outward towards the end 30 of the bolster. end, or

- 13 040606 the outer limb of the end section 178 of the wall bends under the connecting surface of the bearing to combine with the corresponding opposite section 178 of the wall 132 (or, when viewed from the opposite side, the wall 130) to form one end 180 of the wall, shown in Fig. 4a and 4o. In other words, the bolster 24 is a bogie bolster of a railroad car, comprising a pair of outer side walls and a pair of inner walls extending in the longitudinal direction. The inner walls have ends or end sections in which a pair of walls are combined into one wall.

As shown in FIG. 4j, the kingpin seat 190 is seated in a seat 160 formed between two transverse walls or crossbars 182, 184 connecting the central wall portions 152 to each other at approximately the mid-height between the lower portion 84 and the thrust bearing recess 40. The socket 160 may be in the form of a rectangular piece or a flat bar or block having a central hole to receive the end of a pin. The crossbars 182, 184 and the central portions 152 of the inner vertical walls 130 and 132 form a square or rectangular box around the part, beam, or socket block 160. In the depicted embodiment, the lower portions of the rod 154 have a substantially constant through thickness in the transverse direction. The upper portions 156 of the rod or shaft expand in thickness from top to bottom so that their upper portion near the recess 40 of the bearing is essentially thicker than the lower portion 154 of the rod.

Similarly, as shown in FIG. 4d and 4m, a transverse wall or cross member 186 extends through and connects mid-height portions of the walls or struts 174. The bottom portion of the brace 174 below the cross member 186 is of constant thickness and is narrower than the top portion, which expands and integrates with the top flange, or top portion, 82.

The bolster 24 is shown to be a bogie bogie of a railroad freight car, comprising a reinforcement extending transversely under the underside of the thrust bearing recess 40. In one embodiment, the reinforcement is in the form of transversely extending ribs 134, 136. In one embodiment, the ribs 134, 136 extend transversely between the inner vertical walls 130, 132 and have ends intersecting and merging with said inner walls. In FIG. 4g shows a section through the rib 134 showing that it has a section depth t ₁₃₄ that is greater than or added to the through depth of the top plate section or flange or section 82 more generally referred to as t ₈₂ . The ribs 134, 136 are located above the respective brake rod holes 46, 48 and extend downwardly towards them. The vertical center line of the rib 134 in any transverse section need not necessarily intersect perpendicularly with the periphery of the corresponding brake rod hole 46, 48 (or with the brake rod receiving contour 50, depending on the degree of difference in the profiles of the brake rod holes 46, 48). In other words, the vertical center line of the rib 134 (or 136, as the case may be) may intersect the periphery of the brake link hole 46 or wall hole 162 (or the brake link hole 48 or wall hole 164, as the case may be) below the oblique angle. Although the lowermost boundary, or termination, of the rib 134 (or 136, as the case may be) may be tangential to one, the other, or both of the respective openings in the various walls so as to seamlessly merge with it, the rib 134 (or 136) may be shallower and may terminate slightly below the profile of the opening 46 (or 48) or 162 (or 164), but protrudes downward from the adjacent thickness of the area or wall of the upper cover plate or the upper flange of the bolster 24, as in the upper section 82, in a more general sense. For example, taking the entire potential depth as the depth that will cause the reinforcement to terminate flush with the opening 46, 48, 162, or 164, as the case may be, in some embodiments, the ribs 134 or 136 may have from half the potential depth to the full potential depth. In some embodiments, openings 46, 48 may be formed with a peripheral flange or bulge or rim, and ribs 134, 136 may have a corresponding depth less by further increasing the thickness of the bulge or flange. The lower border 192 of the rib 134 may follow (ie, be flush with it and have a reciprocal shape) the profile of the corresponding hole 46 or 48 for the brake rod.

The bar, section, or wall of the rib 134 is so thick that the lowermost edge of the rib 134 is flush with, or does not intersect with, the brake linkage 50. In addition, the outer ends of the rib 134 may be combined with a brace 174 extending generally diagonally downward and outward. As shown in FIG. 4h, top rib 134 may have a central portion 194 between walls 130 and 132, and first and second end portions 196 and 198 extending transversely outward from walls 130 and 132, respectively. The end section 196 may extend entirely between the wall 130 and the first section 86 of the side wall; the end portion 198 may extend entirely between the wall 132 and the second side wall portion 88 with the ends smoothly and completely rounded into the walls and side walls as shown in FIG. 4h.

The bottom transverse rib 138 (or 140) protrudes upward from the bottom section or bottom flange 84 and extends transversely between walls 130 and 132. Depth t ₁₃₈ of the through thickness of the rib

- 14 040606

138 (or ribs 140) is greater than the total through thickness t ₈₄ of the lower section 84. That is, the rib 138 (or 140) protrudes upward from the surrounding structure of the lower section 84. The lower rib 138 (or 140) is integrated at smoothly rounded corners with the walls 130 and 132. The bottom rib 138, 140 may have a central portion 200 located between walls 130 and 132; and end sections 202 and 204 extending between the wall 130 and the first section 86 of the side wall; and between the wall 132 and the second section 88 of the side wall, respectively. In each case, as shown in FIG. 4e, 4f and 4g, portions 200, 202 and 204 intersect walls 130, 132 and side walls 86, 88, as the case may be, and curve smoothly into them. The lower rib 138, 140 may have an upper border 206 that is flush with the bottom edge of the brake link holes 46, 48 and flush with the brake link holes 162, 164, as the case may be. The lower rib 138 (or 140) may be located at the lower center of the brake rod holes 46, 48, 162, 164, where the distance between these holes and the lower section 84 is the smallest, and where the slope or tangent to the slope is parallel to the lower section 84. rib 138 (or 140) may project substantially vertically upward from bottom portion 84. The height of rib 138 (or 140) in the vertical or z direction may be equal to or greater than its width in the longitudinal or x direction of bolster 24. In some embodiments implementation, the aspect ratio of height to width can be in the range from 3/4 to 2.

In an alternative implementation shown in FIG. 5a, the bogie bolster 210 has top ribs 212 extending between the inner walls 214, 216. The top ribs 212 do not extend to the wall defined by the outer side walls 208, 218. In all other respects, the bolster 210 can be considered similar to the bolster 24. along the longitudinal boundaries, the depth of the ribs 222 increases to follow the profile of the openings 162, 164. The outer termination of this region is on or near the downwardly directed vertical lip of the rim 92 along the central vertical plane of the bolster, as shown in FIG. 5c, in which the outer boundary passes directly or almost directly under the inner surface of the rim 92.

In the embodiment of FIG. 5b and 5c, the bogie bolster 220 includes upper ribs 222 extending all the way through the underside of the thrust bearing recess 224 in the transverse direction, and not just between the inner two vertical walls. The region can be defined between the respective portions of the horizontal tangent of the uppermost portion of the brake rod holes 46, 48 and 162, 164. In this region, the rib 222 is thicker than the surrounding through-thickness of the top flange 82 generally in areas far from the thrust recess 224. In the embodiment of FIG. 5d, the ribs 222 effectively combine to form a single very thick (i.e., thicker than the top or top flange 82 outside of the thrust bearing recess, more generally) plate extending all the way through the bolster 220. The thickened portion is flat or approximately flat on the underside between the horizontal tangent points 223 of the brake rod holes 162 and 164. In other words, the rib 222 can be considered to occupy the space from the thrust bearing hole to the location of the horizontal tangent point 223. In such a region, the rib 222 mainly fills such a space. In some embodiments, such as the embodiment of FIG. 5d, the depth of this region may be the entire depth from the inner surface of the thrust recess 224 to the plane of the horizontal tangent at point 223. In such cases, the rib 222 may completely fill such a space. Rib 222 may also extend outward beyond tangent point 223, as shown in FIG. 5d. In some embodiments, edge 222 may overlap tangent point 223. In other implementations, such as the embodiments of FIG. 5a, 5b, and 5c, some, most, or all of the ribs 222 may be outside the tangent point 223.

In FIG. 6a and 6b, the bogie bolster 24 includes top ribs 134, 136 extending transversely through the bolster 24 in a straight line, with the rib 134, 136 having a constant width except for rounding at the junctions with the side walls and inner walls.

In the embodiment of FIG. 7a and 7b, bolster 230 includes upper ribs 232 having a central portion 234 between inner walls 130, 132; and first and second end portions 226, 228 between walls 130 and first side wall 86; and between wall 132 and second side wall 88, respectively. The central portion 234 comprises an outer transition or union 236 between the inner walls 130 and 132 extending outward from the horizontal point of contact of the brake link holes 162, 164 and extends along the sloped profile of said holes, as in the embodiment of FIG. 5b and 5c to provide the inclined transverse arc 238 shown in FIG. 7a and 7b. The resulting central portion 234 is at all points wider than the corresponding width of the outer end portions 236. The central portion 234 may have a larger cross-sectional area than the outer end portions 226, 228.

In the embodiment of FIG. 8a and 8b, the bogie bolster 240 is essentially identical to the bogie bolster 24, but differs from it in that it includes upper ribs 242 that are curved along

- 15 040606 arc when viewed in vertical projection from below. The top rib 242 has a central portion 244 as well as first and second end portions 246, 248. The central portion 244 is similar to the rib 212 of FIG. 5a or central portion 234 of FIG. 7b, but has a deeper thickness at the outer border, as it repeats the hole for the brake rod out and down. The top ribs 242 may taper in thickness from the widest dimension at the center portion 244 to the narrowest dimension at the end portions 246, 248. The rib 242 is concave towards the thrust bearing hole. The rib 242 does not necessarily follow an annular arc, and does not necessarily follow the same arc as the circumference of the rim 92. In the embodiment of FIG. 8a and 8b, the central portion 244 is in the same or substantially the same position as shown in FIG. 5c, and the end portions 246, 248 are curved toward the topmost part of the brake link hole, at the top center position, which is the location where the wall depth from the bottom of the thrust bearing recess 40 to the top surface of the brake link holes 46, 48 is smallest; and is the point at which the brake rod hole profile tangent is horizontal. As shown in FIG. 8b, the curvature of fin 242 follows a continuous smooth arc.

The embodiment of FIG. 9a is a perspective view of an embodiment of a bogie bolster 24 comprising a bottom shelf or tension member 35 as well as first and second bottom transverse reinforcements, which may also be referred to as or in the form of bottom ribs 138, 140. The bottom ribs 138, 140 may extend transversely through the bottom shelf, or bottom portion, 84 below the brake linkage 50. Alternatively, more generally, the lower ribs 138, 140 may extend transversely flush with the profile of the brake rod holes 46, 48. The perspective view of FIG. 9b is a sectional view of the bolster 24 with the front side wall removed to show the middle of the section of ribs 138, 140 between the outer side wall 86 (or 88) and the adjacent inner wall 130 (or 132).

Briefly, the bogie bolster 24 may be a hollow beam, i. e. a hollow box beam having a longitudinally extending tension member 35, a longitudinally extending compression member 32, and a longitudinally extending vertical wall extending between the compression member 33 and the tension member 35. The compression element 33 contains a thrust bearing recess 40 . The bolster 24 has first and second brake link free space contours 50 defined transversely through it. As described above, the vertical wall comprises a first inner wall, namely wall 130, and a first lower inner rib 138 intersecting and extending laterally with respect to wall 130. The first inner wall 130 has brake rod openings 46, 48 defining a free space for respective first and second brake rod free space circuits 50. The first brake rod hole 46 has a periphery. The first inner rib 138 protrudes upward from the tension member 35 and its uppermost edge is flush with the periphery of the first brake link hole 46 . The bolster 24 also includes a second lower inner rib 140 projecting upward from the tension member 35 . The second lower inner rib 140 has an uppermost border flush with the periphery of the second brake link hole 48.

As described above, the wall of the bolster 24 includes a second inner wall 132 spaced from the first inner wall 130. The first lower inner rib 138 extends transversely through the tension element 35 between the first wall 130 and the second wall 132 and smoothly intersects them.

As described above, the wall of the bolster 24 includes outer walls formed by the first and second side walls 86, 88. The first lower inner rib 138 extends transversely through the tension member 35 from the first side wall 86 to the second side wall 88. The first lower inner rib 138 represents the lower first rib. Bogie bolster 24 also includes a first top rib 134. The first top rib 134 extends under the thrust bearing recess 40 laterally relative to the first outer wall or side wall portion 86. The first top rib 134 terminates without intersecting said first circuit 50 of the brake rod hole. The first top rib 134 may also terminate flush with said first brake link hole 46 and be shaped accordingly.

As described, the bogie bolster 24 includes upper first and second ribs 134, 136 extending under the thrust bearing recess 40 between and smoothly crossing the first and second side walls 86, 88. The first and second upper ribs 134, 136 terminate without intersecting the first and second brake rod hole contours 50 of holes 46, 48, respectively. The first and second upper ribs may terminate flush with the first and second brake rod holes 46, 48, respectively, and conform to their shape.

As described above, the bogie bolster 24 includes bottom ribs 138, 140 having a central portion 302 between inner walls 130, 132 and end portions 304, 306 located between inner wall 130 and outer side wall or wall 86; and between inner wall 132 and outer side wall or wall 88, respectively. The perspective view of FIG. 9c and 9d show a bogie bolster 250 including bottom ribs 252 extending only

- 16 040606 between the inner walls 130 and 132. In each case, the transverse rib (regardless of whether it is 138, 140 or 252) smoothly rounds to merge with the corresponding walls or partitions so that the rounded wall forms a semi-circular or semi-oval end wall 254 with the adjacent portion of the lower portion, or shelf, 84. The upper surface of the lower ribs 138, 140, or 252 (as the case may be), when viewed in FIG. 9a-9d extends upward to the lower edge of the brake rod hole 46, 48. Otherwise, the truck bolster 250 is similar to the truck bolster 24, etc.

In the embodiment of FIG. 10a, the bogie bolster 260 includes lower ribs 262 similar to ribs 138, 140. However, the longitudinal space between the ribs is filled with cast steel to form one continuous thickened flange, as indicated by 264. In the depicted embodiment, the filled thickness has a depth corresponding to the depth of the lower inner walls 130, 132 on the horizontal touch point. The bogie bolster 260 is otherwise identical to the bogie bolster 24, and so on.

In the embodiment of FIG. 10b, the bolster bolster 270 of the bogie comprises a central section of the lower shelf filled with a solid casting flush with the level of the tangent point of the holes 46, 48 for the brake rod. As shown, this depth is greater than what would otherwise be the bottom of holes 272, 274 so that the cast steel level covers (i.e. has a deeper thickness than) what would otherwise be tangent point. The extra thickness section 276 extends on a horizontal plane with tapering thickness at the ends 278 outward from the point of contact at the union of the central section with the upwardly folded bottom flange transition section. Otherwise, the truck bolster 270 is identical to the truck bolster 24, and so on.

In the embodiment of FIG. 10c and 10d, bolster 280 can be considered identical to bolster 270. However, bolster 280 has hollow spaces or cavities 282, 284 formed in the bottom flange 286 between each outer side wall, or web, 86 (or 88) and an adjacent inner wall 130 (or 132). The interior space is longer and wider than drain hole 288. As a result, the bottom section is an I-beam or open section. The central area between the walls 130, 132 is continuous and does not contain a cavity formed therein.

In the embodiment of FIG. 10e, bolster 290 is substantially similar to bolster 270 except that the outer portion of tensile member center portion 292 has relatively thin walls 294, 296, 298 extending in a horizontal or substantially horizontal plane or surface, with wall 294 extending in a lateral the space between the outer wall 86 and the inner wall 130; wall 296 extends in the lateral space between vertical inner walls 130 and 132; and a wall 298 extends laterally between the inner wall 132 and the outer wall 88, respectively, with the bottom wall or wall extensions 293, 295, 297, and 299, respectively, defined by numerals 86, 88, 130, and 132 projecting downward. from walls 294, 296, and 298. In this design, the tensile member, or bottom flange, of bolster 290 generally comprises walls 294, 296, and 298. 48 (or 162, 164), it may be desirable to increase the local flexural rigidity of the lower flange 84. In this regard, the web extensions 293, 295, 297, and 299 may interact with the walls 294, 296, and 298, thereby cooperatively functioning as a flange of increased local bending stiffness.

In this regard, all of the embodiments involve upper transverse reinforcements or ribs, lower transverse ribs or reinforcement, or both. In the embodiment of FIG. On-d and 12a-i, the bolster 320 contains internal tubes, tubular elements or tubular lining 322, 324, regardless of what term they are designated. Figures Ha-d generally correspond to the sectional views of FIG. 2a-d. In FIG. 11e shows sections in section according to the views in FIG. 12a-i. Linings 322 and 324 extend transversely through bolster 320 and are connected to various walls to form arches, arches, or arches over the brake link holes, and in the depicted embodiment, to form a wall extending entirely circumferentially around the holes. As described above, the bolster 320 may typically be a solid cast steel.

In more detail, the bolster 320 includes a first outer side wall or outer wall 326, a second outer side wall or outer wall 328, and first and second inner walls 330, 332, all of the various walls extending longitudinally along the bolster 320 and extend substantially vertically at a distance from each other and generally parallel to each other. The bolster 320 has an upper or upper leg 334 and a lower or lower leg 336. The thrust bearing recess 40 is identical to that described above. The structure outside of the inner bolster lip 62 is substantially identical to that of the bolster bolster 24 except for having an internal longitudinally extending cavity, central region or bore 338 and a transverse bore or cavity 340 formed transversely through the bolster 320 through its middle.

- 17 040606 above the center of the upper spring seat, i.e. through portions of the central spring row intersecting with the bore 338. The bore 338 forms a continuous channel connecting the inner hollow chambers of the bolster 320 with a tapering cavity 342 formed inwardly from the outermost end of the bolster 320. An access hole 344 is formed in the middle of the bolster 320 to the king pin. In the upper and lower flanges of the bolster in the transition areas on each side of the thrust bearing, grooves are formed, as indicated by positions 374 or 376, respectively. The slots 374 or 376 have a length to width aspect ratio of approximately 272:1 to 4:1.

Everything from the walls, i.e. all of positions 326, 328, 330 and 332 have holes 346, 348 for the brake rod. Brake link linings 322 and 324 need not be cylindrical, i.e. have a constant cross section. They may taper from ends to center, narrowing or widening, or the shape or aspect ratio of the section may vary between triangular, trapezoidal, rectangular, oval or elliptical, and the like. However, they preferably have a constant cross section, and accordingly the size and aspect ratio of the holes in all four walls are the same. In the example shown, each of the brake rod holes 346 and 348 has a periphery 350 comprising a pair of inner and outer vertical boundaries 352, 354; and upper and lower semi-circular ends 356, 358. As described above, in all areas, the periphery 350 either extends tangentially with respect to the free space contour 50 for brake rod, or protrudes outward without intersecting with it. Each wall includes a central strut or section 360 extending between the holes 346, 348. The kingpin block 362 is mounted in a substantially square or rectangular space, tube or column formed between the inner walls 330, 332 located within the bolster 320 as a whole, and inner boundaries 352 of the tubular lining. Block 362 has a central bore that forms a socket for the kingpin. An example of this geometry is shown in Fig. 12c and 13a.

The outer walls or walls 326, 328 have relatively small access holes 366 formed in the left and right transition areas inward from the bolster projections 62. The inner walls have large internal generally triangular or trapezoidal lightening holes 368. The ends of the wall are flat and even, and are joined perpendicularly to the end sections of the bolster. Supports, walls, columns or ridges 370, 372 are formed in the inner walls between holes 346, 368; and between 348 and 368, respectively. The central transverse wall or cross member 364 connects pairs of inner walls located at a distance from each other. Lightweight slots or holes 374, 376 are formed in the top and bottom flanges 334 and 336, respectively. All of the various holes have smoothly rounded corners. The bottom flange 336 has a substantially constant thickness over its central and sloping transition portions 380, 382, and 384. Similarly, the top shelf 334 has a substantially constant thickness except for the heel recess 40 and the bearing connecting surface regions 378. The bottom shelf 336 may also have relief slots, openings, slots, or drain holes 388 in the center region, as shown in FIG. 13b (one central hole between inner walls) and 14a (two parallel holes between inner walls and outer walls, respectively).

In the embodiment of FIG. 11a-d and 12a-f, the connections between the tubular liners 322, 324 and the various brake rod holes 346, 348 are gently rounded to allow the sections to join without sharp corners or edges.

The thrust pad recess 40 has a base or base wall 390 and a vertical rim 392 extending in the circumferential direction. Base wall 390 includes a radially outward shoulder, flange, or extension 394 extending radially outward beyond rim 392. Base wall 390, including extension 394, is generally thicker than top flange 334.

Top tubes, tubular elements or partially tubular elements, as the case may be, form arches under the thrust bearing. These arches, or such transverse sections thereof, as the case may be, may be referred to as vaults, i.e., for example, may be referred to as an arch, arch, arcuate vault, arch section, or upper section of a channel that covers at least a section of the corresponding opening contour. for brake traction and distributes loads along the bolster and its various walls. The tubular cladding, or section or sections thereof, as the case may be, also assists in maintaining the odds of the bolster structure, in particular verticality and parallelism of the webs under load.

In the embodiment of FIG. 13a and 13b, the geometry of the thrust bearing recess 40 is shown in sectional view on an enlarged scale. The embodiment of FIG. 13a and 13b differs from the embodiment of FIG. 11a-d as it also includes transversely extending ribs 400, 402 located below the base wall 390 and above the centers of the tubular liners 322, 324. The ribs 400 and 402 seamlessly integrate with the base wall 390 and with the tubular liners 322, 324.

Meanwhile, in the embodiment of FIG. 11a-d tubular linings 322, 324 extend across the full width of bolster 320, in the embodiment of FIG. 14a and 14b, bolster 420 includes tubular linings 422, 424 extending only between inner walls 430, 432.

- 18 040606 holes, holes or grooves 388 are formed in the Central portion of the lower shelf 336, as indicated. Otherwise, bolster 420 is similar to bolster 320.

In the embodiment of FIG. 14c, bolster 440 includes two sets of brake rod hole liners 442, 444 extending between outer wall 326 and proximal side inner wall 330, respectively, and smoothly crossing them; and between the outer wall 328 and the far side inner wall 332. The transverse ribs 446, 448 correspond to the ribs 400, 402 by combining with the base wall 390 and with the uppermost regions of the respective tubular linings, containing a Central section between the inner walls 330, 332, passing in the gap between near and far side claddings and ensuring the distribution of the load on the thrust bearing between pairs of near and far side walls. Otherwise, bolster 440 is similar to bolster 320.

In the embodiment of FIG. 14d, a kingpin access hole 396 is formed in the brake link tubular linings 322, 324 between the inner walls at approximately 12 to 2 o'clock positions.

In the embodiment of FIG. 15a, 15b, and 15c, the brake rod liners 452, 454 have lightening holes 456, 458, and 460 formed in the mid-height vertical sidewall portions, a central hole.

In the embodiment of FIG. 16a-d, the brake linkage linings 462, 464 are open at their lower portions such that the remaining open section forms a dome or duct roof arch between at least one of the various inner and inner walls, which is open at the sides of the undersides. The transverse arcs or domes 470, 472, and 474 are gently rounded, with the distance between the inner walls 330, 332 being slightly narrower than the transverse distance between each inner wall 330 (or 332) and an adjacent side wall 326 (or 328) located outside in the transverse direction. As shown in FIG. 16c and 16d, the ribs 446, 448 are integrated with the roof of the channel. The roof of the channel covers at least a portion of the corresponding contour of the brake rod hole and terminates downwardly flush with the profile of the brake rod holes 346, 348, more generally. The roof of the channel may continuously extend from the side wall 326 to the side wall 328.

In the embodiment of FIG. 17a and 17b, bolster 480 has bracing rod hole facings 482, 484 open on the sides and top, but closed along the lower semi-circular bend. The ribs 486, 488 extend transversely under the base wall 390 as described above and terminate downwardly flush with the profile of the brake rod holes 346, 348, more generally.

By applying a repeatable dynamic load (e.g., with a downwardly distributed load within the thrust bearing recess reflecting the load of a loaded rail car, and with appropriate vertical reactive forces at the ends of the bolster) to a bogie bolster, such as bogie bolster 24 or other embodiments of the bogie bolsters shown and described herein, the upper chord under the thrust bearing recess may tend to fold down and inward, and also tend to bend the outer walls to protrude laterally outward. In this case, the lower chord may stretch in the longitudinal direction, as a result of which the central section of the lower chord may tend to rise and become shorter relative to the outer fibers at the connections of the outer walls with the lower shelf. As a result, the bottom shelf tends to bend into a curved shape when viewed in cross section. In this context, in the group of bolster implementations and modifications of FIG. 2a-10b, the addition of upper side ribs or a thicker through-thickness base plate of the thrust recess 40 may help resist lateral flexion of the center portion of the compression member, and may help resist lateral flexion or deflection of primarily upwardly protruding or vertical walls. For example, when the car body is in a side-swing mode, in which part of the vertical load can be transmitted through the side bearing, the load transmitted through the thrust bearing may be concentrated along the edge of the bearing chamfer (not shown in the figures). Of course, the thrust bearing is made with the possibility of rotation in the recess of the thrust bearing as a whole in the range of +/-13° of rotation. However, within this range, the chamfer position may typically be above rib 134 (on one side) or rib 136 on the other side. Under such a load condition, the rib can distribute the load more evenly into the bolster structure, otherwise a highly concentrated linear load (or approximately linear load).

Similarly, the addition of transversely extending lower ribs provides increased resistance to transverse bending of the lower chord, or bottom flange, of the bolster and prevents lateral deflection of the webs into a non-rectangular orientation relative to the flange. In other words, this may increase the resistance to transverse bending of the bottom flange while increasing the tendency of the inner and outer walls (as the case may be) to maintain the walls square or perpendicular to the bottom flange.

- 19 040606

Considering the base plate of the thrust recess separately, the use of ribs can double the local flexural modulus of the thrust recess in the rib section compared to the side flexural modulus of the upper flange as a whole, i.e., for example, based on the depth of the section adjacent to the openings of the upper flange, namely, grooves 65. In other words, taking the diameter of the thrust recess inside the rim as the length and considering the rib and adjacent portions of the thrust recess regions affected by the rib as a beam, the stiffening ribs provide a depth of the section of the transverse reinforcing element, which is more than 1/10 of the lateral length so that this section can be considered a low aspect ratio beam. In some cases, the length to depth ratio of the section may be in the range of 7:1 to 5:1.

Similarly, reinforcing the bottom flange with ribs may provide a transverse second static area moment I _yy or a bending modulus EI _yy that is greater than twice the bending modulus of the plate formed by the thickness of the bottom flange alone and may be more than three times the specified value. times. It can also be considered a short beam or a beam with a low aspect ratio value. The length of the beam is the width of the lower flange 84. The depth of the section is measured from the outer fiber of the lower flange to the lowest tangent of the tie rod holes, which corresponds to the top of the lower rib furthest from the outer surface of the lower flange 84. This aspect ratio of length to depth may be less than 10:1 and can range from 8:1 to 5:1.

In the group of embodiments of FIG. 11a-17b, the tubular or partially tubular sections of the duct vaults or lower duct sections may allow the walls to maintain a rectangular arrangement relative to each other and relative to the upper and lower flange. The arches provide a relative section with a large second static area moment and therefore a large flexural modulus for resisting lateral bending in the top shelf in general and in particular in areas of concentrated bearing recess loads. When using a vertical rib in combination with a canal vault, the vertical rib connects the vault to the base of the thrust recess so as to form a beam of relatively deep section and short aspect ratio. In other words, the base of the thrust bearing recess (or the top flange of the bogie bolster 24 as a whole) forms the top flange of the transverse beam; the rib forms a shear wall; and the roof of the channel forms the lower flange of the transverse beam. The depth of the section is approximately 1/3 of the total height of the deep center portion of the bogie bolster 24 when using only the top arches as in FIG. 16a and 16b, and more than 1/2 bolster depth when using a full continuous peripheral tube. The ratio of the sides of the beam length to the depth of the section in this case is less than 4:1 and can reach the range from 5:2 to 3:2.

The same or similar can be noted for the lower portion of the bolster where the use of the lower semi-circular section, the rib and the lower flange can provide a short aspect ratio beam in which the semi-circular section is the upper flange and the side rib forms a shear wall which runs between the semi-circular section and the bottom shelf. The aspect ratio of such a beam may be less than 4:1 and may range from 3:1 to 6:5.

In FIG. 18a, 18b, and 18c show another embodiment of the bolster 500. The bolster 500 may be considered to be substantially identical or similar to the bolster 24. The outer walls 502, 504 include holes 506, 508 for the brake rod. Instead of a pair of spaced inner walls as in bolster 24, bolster 500 includes a single web 510. Wall 510 may be located on the central vertical longitudinal plane of bolster 500 and may be generally considered identical or similar to webs 130, 132 of the bolster 24 except that it is a single wall, not a spaced pair of walls, and is thicker than the walls 130, 132. In other words, the center wall 510 is thicker than each of the first and of the second outer wall 502, 504. The thickness of the wall 510 may be approximately equal to the sum of the wall thicknesses 130, 132, or alternatively the sum of the thicknesses of the outer walls 502, 504. In fact, essentially the central wall 510 is similar to having a pair of walls 130, 132 containing no spaces between walls.

The central wall 510 contains holes 512 for the brake rod. The brake link holes 506, 508 may have the same profile or substantially the same profile as the brake link hole 512, which in turn may have a roughly identical profile to the brake link hole 162 or 164. A center mount or seat 514 may be formed in the center wall 510 for the kingpin. The socket 514 is wider than the wall 510 and is centrally located under the thrust bearing recess 520. The socket 514 has a narrower diameter lower portion 516 and a wider or larger diameter upper portion 518. The upper portion 518 extends from approximately the mid-height of the bolster 500 to the base plate 522 of the thrust bearing recess 520. Plate 522 may be thicker than walls 502 or 504. Plate 522 may be thicker than the overall thickness of the top flange, or compression member 528, of bolster 500 further away from (ie, outward from) thrust bearing recess 520. As indicated in FIG. 18b and 18c underside of plate 522

-

Claims (19)

may have reinforcements, for example, in the form of transversely extending first and second upper ribs 524, 526 extending laterally from the central wall 510 to intersect the outer walls 502, 504. The ribs 524, 526 may be straight and perpendicular to the wall 510, and may have a constant depth and a generally rectangular cross section. Alternatively, the ribs 524, 526 may take the form of any of the rib variants described above, generally straight as in FIG. 5a-d; fig. 6a-b; fig. 7a-b; or curved or arcuate in plan view, as in FIG. 8a-b without the need for additional duplication of description. Likewise, the section need not be generally rectangular, but may follow the profile of the brake rod hole and may terminate flush with this hole 512 or these holes 506, 508, or all of them, as the case may be. Similarly, alternative embodiments of bolsters 320, 420, 440, and 480 of FIG. 11a-e; 13a-b; 14a-b; 15a-c; 16a-b; or 17a-b, or alternative embodiments thereof, may also be made in configurations having a single central inner wall, such as wall 510, instead of a pair of spaced apart inner walls. It can be assumed that the bolster 530 of FIG. 18d and 18e is identical to bolster 500, but it may also include lower side reinforcements such as those in the form of lower ribs 532, 534. Moreover, ribs 532, 534 may be in the form of any of the lower rib variants shown or described above. Additionally, bolster 530 (or bolster 500) may include both upper transverse reinforcements such as upper ribs 524, 526 and lower transverse reinforcements such as lower ribs 532, 534. As discussed above , a bolster configuration containing a single center web may be combined with a lower transverse rib configuration of ribs such as ribs 532, 534 such that web 510 or a similar center wall may comprise lower rib or bottom flange reinforcing structures such as those shown in fig. Yua-f; 11a 11d and 12a-d; 13a 13b; 14a-b; 15a and 15c; 16c, 16d; and 17a-b. The features of the various embodiments may be combined in a different order depending on the requirements. Other owls, although a large number of alternative implementations have been shown and described relating to the groups of FIG. 2a-10b and 11a-17b, other alternative combinations and modifications of the rib and wall features of each of these groups can be made. Various implementations have been detailed above. Since modifications or additions to the above examples can be made without departing from the spirit, idea or scope of the invention, the invention is not limited to these details. CLAIM 1. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie, containing an upper shelf (82), a lower shelf (84) and a vertical wall (86, 88, 130, 132) extending between said upper flange and said lower flange to form a box beam, said box beam wall having a first outer wall (86) and a second outer wall (88), which connect the specified upper shelf (82) and the specified lower shelf (84), and the bolster also contains the first and second internal vertical walls (130, 132) passing in the longitudinal direction, each of the said first and second outer walls (86, 88) and said first and second internal longitudinally extending vertical walls (130, 132) contain first and second holes (46, 48, 162, 164) for brake rod formed in it, corresponding to the shape of the respective first and second circuits (50) for receiving brake traction, wherein said bolster has first and second thrust bearing stiffening ribs (134, 136, 222) formed therein, said thrust bearing stiffening ribs (134, 136, 222) being located above said first and second contours (50) for receiving brake thrust, respectively, and do not cross them. 2. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie according to claim 1, in which said bolster contains the specified first and second internal vertical walls (130, 132) passing in the longitudinal direction, and the specified first rib (134, 136) of the bearing rigidity passes between the specified first and second internal vertical walls (130, 132). 3. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie according to claim 2, in which the specified first rib (134, 136) rigidity of the thrust bearing contains a central section (194), as well as the first and second end sections (196, 198), the specified central section (194) is located between the specified first and second inner vertical walls (130, 132), and the specified end sections (196, 198) are located in the transverse direction outside the said first and second vertical walls (130, 132), respectively. 4. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie according to claim 3, in which said bolster contains the specified - 21 040606 first and second outer walls (86, 88), and said first and second end sections (196, 198) of said first rib (194) are combined with said first and second outer walls (86, 88), respectively. 5. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie according to claim 3 or 4, in which the specified the central section (194) of said first rib (134, 136) has a larger cross-sectional area than said end sections (196, 198) of said first rib. 6. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie according to any one of claims 3-5, c wherein said first rib (134, 136) tapers in thickness from its widest dimension at said central portion (194) to a narrower dimension at said end portions (196, 198). 7. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie according to any one of claims 1-4, c wherein said bolster contains a thrust bearing recess (40) comprising a vertical peripheral wall (92) of the thrust bearing recess, and said first rib (134, 136) is at least partially curved and passes at least partially under said peripheral wall (92) of said recess (40) thrust bearing. 8. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie according to any one of claims 1-7, c which the specified first rib (134, 136) has an extreme lower boundary, having a shape corresponding to the specified first hole (46, 48) for the brake rod, and located flush with it. 9. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie according to any one of claims 2-8, in which the specified first hole for the brake rod contains the uppermost section having the location of the horizontal tangent, and the specified first rib (222) mainly fills the space that is between the specified first and second inner vertical walls (130, 132) in the longitudinal direction inward from the specified location of the horizontal tangent to the hole (96) for the kingpin of the thrust bearing of the specified bolster. 10. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie according to any one of claims 1-9, in which the specified bolster has at least the first upper section of the channel (470, 472, 474), passing along at least a section of the specified first contour (50) for receiving brake rods and above it. 11. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of the railway car bogie according to claim 10, in which the specified first rib (400, 402, 446, 448) is merged with the indicated upper section of the channel (470, 472, 474). 12. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie according to claim 11, in which the specified upper section channel (470, 472, 474) is flush with at least one of these holes (46, 48) for the brake rod. 13. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie according to claim 11, in which said bolster contains at least the arch of the semi-channel passing through the specified bolster above each specified contour (50) for receiving the brake rod. 14. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie according to claim 11, in which said bolster contains a tube (322, 324, 452, 454) holes for the brake rod passing through the specified bolster. 15. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie according to claim 14, in which the specified tube ( 322, 234, 452, 454) has side holes (396, 456, 458, 460). 16. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of the railway car bogie according to claim 14, in which the specified first and the second fins (400, 402) are combined with the corresponding ones from said tubes (322, 324). 17. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie according to claim 11, in which said bolster contains a lower shelf (84) containing vertical first and second ribs (138, 140, 262) passing in the transverse direction through it under the specified first and second contours (50) of the brake rod holes. 18. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie according to claim 17, in which the first and the second ribs (138, 140, 262) are flush with the walls (86, 88, 130, 132) of said bolster, through which said holes (46, 48, 162, 164) are formed for the brake rod. 19. Bolster (24, 210, 220, 230, 240, 250, 260, 270, 280, 290, 320, 420, 440, 480, 500, 530) of a railway car bogie according to claim 1, in which said bolster railway car bogie contains a stretching element (35); said tension element (35) contains a central section (71) and adjacent inclined sections (77, 79) on each side in its longitudinal -