US2150870A - Car truck frame - Google Patents

Description

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March 14, 1939- M. P. BLOMB ERG ET AL CAR TRUCK FRAME Filed June 25, 1953 5 sheets-Sheet 1 Ma /6&2, 1? Blame Messe M. P. BLOMBERG ET! AL March 14, 1939.

CAR TRUCK FRAME I 5 Sheets-Sheet 3 Filed June 23, 1933 Jj-ouentor's ,Ze'xzPBlomberg Messy w m w,

Patented Mar. 14, 1939 UNITED STATES PATENT OFFICE CAR TRUCK FRAME Application June 23, 1933, Serial No. 677,226

16 Claims.

This invention relates to car trucks, and, more particularly, to frames for car trucks and means associated therewith for supporting the car body therefrom.

One of the objects of the invention is the provision of new and improved frame members for railway car trucks which are constructed from sheet metal whereby the same will have a maximum strength and minimum weight.

Another object of the invention is the provision of new and improved means for mounting the car supporting bolster on the truck in such a manner that the bolster will be cushioned in its movement, both longitudinally and transversely of the car and also have its vertical vibrations dampened.

Another object is the provision of a new and improved truck frame made from sheet metal, the parts being rigidly connected and so reinforced as to give maximum strength.

A further object of the invention is the provision of a new and improved truck frame for railway cars having new and improved means associated therewith for mounting certain parts of the transmission thereon whereby the relative distortion of the parts of the driving mechanism will not tend to loosen certain of those-parts on their shafts. I

Other and further objects and advantages of the invention will appear from the following description taken in connection with the accompanying drawings, in which Fig. 1 is a top plan view of one side portion of a truck embodying the invention;

Fig. 2 is a section on the line 22 of Fig. 4, with parts broken away; I

Fig. 3 is a section on line 33 of Fig. 7; 1

Fig. 4 is a section on the broken line 4-1 of Fig.

Fig. 5 is a section on the line 5-5 of Fig. 1 with parts broken away;

Fig. 6 is a section on the line 6-6 of Fig. 7;

Fig. 7 is a section on the broken line 1--1 of Fig. 1;

Fig. 8 is a section on the line 8--8 of Fig. 1; Fig. 9 is a section on the line 9-9 of Fig. 7; and

\ Fig, 10 is a section on the line Ill-l0 of Fig. 4. In street cars, elevated and interurban trains,

I and the like, which stop and start frequently, it

sheet metal structures for the conventional solid or cast iron constructions. In order to employ such structures,'it is necessary that the parts he so constructed and arranged that there will be a maximum of strength with a minimum of weight. The presentinvention seeks to accomplish this purpose by the provision of a light structure which is properly braced and reinforced at points necessary to resist the strains and stresses to which a railway truck is subjected.

Referring now to the drawings, the reference character l0 designates generally a car truck comprising the side frame members H, one at each side of the truck, the transoms-"l2 and I3 connecting the frame members together, the truck bolster M, the truck axles I5 and the wheels l6 (see Fig. 1).

The side frame members are hollow and are made from the metallic plates to form the hollow arches and pedestal legs which correspond to the conventional side frame members. Each frame member comprises a pair of side plates I1 and I8 (see Figs. 1 and 5) spaced apart laterally, as shown in Figs. 1, 5 and 7.. These plates are in pairs and are out to desired shape to form depending pedestal arms at each end of the plates. The outer plate l8 'hasthe depending pedestal arms l9 and]! at, what for convenience of description, will be termed its forward end (see Figs. 2 and 4)'and with the corresponding pedestal arms 22 and 23 at its rearward end. The inner side frame plate I! is provided with the depending pedestal arms 24 and 25 at its forward end and with the depending pedestal arms 26 and 21 at its rear end (see Figs. 2 and 4'). Each side plate is provided with an opening 28 (see Figs. 2 and 4) through which the outer ends of the bolster springs 29 and 3| extend. The opening through the inner side plate I1 is wider than that of the outer side plate for receiving the transoms l2 and I3, as will presently appear. The portions 32 of the side plates below the opening 28 may be termed the lower arch and the portions above the opening the upper arch.

The two side plates l1 and I8 are connected together along their front, rear, and upper edges by an outer plate 33 which extends from the lower end of the pedestal arms l9 and 24 upwardly and along the upper edges of the plates and downwardly on the rear side of the depending arm members 23 and 21. This outer or tie plate is rigidly secured to the side plates in any suitable manner. For the most part, the various plates, as shown on the drawing, are connected together by welding. As shown, plates extending at right angles to each other are connected by a fillet weld--that is, neither plate overlaps the other, the plates having an edge to edge or line contact and the welding material occupying the rabbet formed by the contacting plates, as shown more clearly in Figs. 7 and 8. Preferably, an angle bar is provided on the inner side of the angle formed by the plates in order to reinforce the joint as indicated at 200 in Figs. 6 and '7. It is preferably connected to the adjacent plates by welding. For the sake of clearness, the welds and angle bars are omitted for the most part. The plates may be connected together by other means or by other types of welds, if desired. The tie plate 33 is narrower at its ends, as shown at 34 and 35 (see Fig. 1), to accommodate the inwardly offset portions of the side plates l1 and I8. The front pedestal arms l9 and 24 of the plates l1 and I8 are connected together at their rear edges by the plate 36 which extends upwardly and across the jaw or space between the arms l9 and 2|, as shown in Fig. 4. A wear plate 31 extends about the rear edges of the pedestal arm portions I9 and 24 over the plate 36. The parts are all welded together in the usual manner. I By this arrangement, the box shaped depending pedestal leg 38 is provided.

The depending pedestal arm members 2| and 25 are reinforced in the following manner. Triangular reinforcing plates 39 and 4| (see Figs. 2 and 4), channel shape in cross section, are secured to the inner sides of said members, respectively, thus forming with the pedestal arms a pair of depending pedestal leg members 42 and 43 (see Fig. 2). These members are connected together by the wear or chafing plate 44 which is secured in position by a suitable bolt 45 (see Figs. 2 and 4). The pedestal arms 42 and 43 are held in spaced relation by suitable spacing sleeves secured in position by the bolt 46. A pedestal tie plate 41 connects the lower end of pedestal leg 38 to the lower ends of the pedestal leg members I 42 and 43. This tie plate is preferably a channel bar of sheet metal and may be held in position by the bolts 48 on which spaced sleeves are mounted for positioning the plate centrally of the front pedestal leg and for preventing the collapse of the rear pedestal leg members. The upper end of the wear plate 44 at the front end of the side frame, as well as the corresponding plate at the rear end of the frame, are cut out, as at 50 (see Fig. 4), for receiving the ends of the equalizer bar 49.

Since the arrangement of the depending pedestal arms at the rear end of the side frame is the same as that at the front end, it is'not thought necessary to repeat the description. The triangular reinforcing plates 39 and 4| have their lower edges conforming to the edges of the de-- pending pedestal arms and are rigidly thereto.

The side frame members are adapted to receive the car axle in the pedestal jaws or the space between the pedestal legs at each end thereof, as is usual in such constructions. The

connected equalizer bar 49 is of the conventional form and bars 49. As shown, a spring seat or spring supporting member 52 is pivoted to the equalizer bar, as at 53, at each end thereof, and has seated thereon a spiral spring 54 (see Figs. 4 and 5). A suitable spring cap is provided on the side frame member for receiving the upper end of the spring. In the form of construction shown, the side plates of the truck frame are connected together between the pedestal and the spring arches at the ends of the side frame members by curved plates 55 which extend across and between the side plates l1 and l 8 and have their outer ends turned upwardly along the sides of the plates I1 and [8, as shown at 56 and 51 (see Figs. 4 and 5) Each of the plates is rigidly connected to the frame members by any suitable means as by welding. This plate 55 is provided with an opening 58 for receiving the spring 54, as clearly shown in Figs. 4 and 5 of the drawings. The front and rear edges of the opening are bent upwardly as at 59 and 6|. An inverted U-shaped plate 62 has its lower ends rigidly connected to the upwardly extending edges 59 and 6| of the plate 55 to form a recess in which the upper end of the spring 54 is seated. The plate 62 is also rigidly-connected along its side edges to reinforcing plates 63 and 64 which in turn are welded to the plates l1 and I8 (see Figs. 4 and 5).

The outer ends of plates 63 (see Fig. 4) abut against the triangular plates 39 and 4|. The plates plates I! and I8. The lower arches 32 of the side plates are connected together at their lower edges by a U-shaped plate 65 (see Figs. 4 and 7). This plate is provided with a slotted portion 66 (see Fig. 7) for receiving the equalizer bar 49, as shown in said figure.

Extending upwardly from the plate 65 at each edge of the slot 66 are the plates 20 and 30 and connecting the upper edge of the plates 20 and 30 to the side plates I! and I8 (see Figs. 4 and 7) are the plates 40 and 60 which define the lower portion of the opening 28. The plates 40 and 60 are rigidly secured in position by welding and their upper ends abut against and are rigidly secured to the lower portions of the transoms I2 and l3,as will presently appear. It will thus be seen that the arch 32 is bifurcated and each furcation is rectangular in cross section, as clearly shown in Fig, 7. A

' The side frame members at opposite sides of the truck are connected together by the transoms l2 and 3, as is.usual in such constructions. These transoms are also of hollow sheet metal, rectangular in cross section and are depressed at their central portionsthat is, their central portions are offset downwardly, as shown in Figs. 5 and '7. Each transom comprises an upper plate member 660, a lower plate member 61 (see Figs. 5, 6 and 7), the side plates 68 and 69, and a partition or reinforcing plate II, which extends between the side walls, as clearly shown in Fig. 6. The partition H, lower plate-member 61, a portion of the side plates 68 and 69 below the partition 'II extend acrossthe frame members II at each side of the truck and are rigidly secured to 55 constitute braces between the side the inner side of the outer frame. plate l8 (see Fig. 2 of the drawings). transoms constitute a portion of the front and rear defining walls of the opening28 and this portion of each transom is rigidly connected to both side plates l1 and I8 of the side frame .member and constitutes a spacing member and a brace between said plates. The ends of the top plate 660 and the side plate 68 and '69 above the partition ll abut the inner plate ll of the side frame member and are rigidly secured thereto, as by weldingisee Fig. 4).

The plates 69 of the.

A plate 10 extending between the transoms (see Figs. 4 and '7) forms the upper marginal wall of the opening 28. This plate is rigidly connected to the transoms and to the side plates I1 and I8 and forms with these side plates and the top plate 33 a hollow upper arch, rectangular in cross section.

Suitable gusset members 12 extend across the angle between the side frame member II and each of the transoms. Since these gusset members are similar, only one need be described. Each is preferably hollow and of sheet metal and comprises an upper plate 13 (see Figs. 1 and 5) which extends along the upper edge of the outer plate of the transom and has its outer end lapping the upper surface of the side frame member, as shown at 14 (see Fig. 1) and is rigidly secured thereto. Each gusset has a side wall l5 extending vertically along the outer edge of the plate 13 and a bottom wall formed by plate 16 (see Fig. 5) which is similar to plate I3. The plate 16, however, abuts the plate I! and is rigidly secured thereto. The inner ends of the plates 13 and 16 are tapered and are secured to the transom as by welding. As' shown, each gusset member has a cut-away portion, as at 80, for affording clearance for the motors.

The gussets are provided on their upper surface with fittings or castings I1 and I8 to which the conventional brake hangers 180 are pivotally connected. The casting I1 is also provided with an extension 19 to which dead lever M of the brake operating mechanism ispivotally connected. Each of these castings may, if desired, be provided with a plurality of openings in order that the brake mechanism may be properly adjusted by changing the pivots for the levers to the different openings. The gussets below the fittings are slotted to accommodate the movement of the brake hangers and brake levers. If desired, the opening for the brake lever 8| through the gusset may be reinforced by plates 82 and 83 at each side of the opening. These plates are rigidly attached to the upper and lower plates of the gussets, as shown more particularly in Fig. 5 of the drawings. There are a pair of transoms for each truck, one on each side of the bolster,'as is usual in such constructions.

The construction of the truck bolster will now be described. This bolster is also made from sheet metal and is hollow. It comprises the upper plate 84 (see Fig. '7), a lower plate 85, side plates 86 and 8! (see Figs. 1 and 8) and a central vertical web 88. The central portion of the bolster is provided with the conventional bolster center casting or filler 89 for connecting the truck and body bolsters.

As shown, the lower plate 85 of the truck bolster I4 (see Fig. 7 is offset downwardly and is bent vertically upward as at 90. An angle plate 9I has its lower edge connected to the plate 85 and its upper laterally extending end is rigidly connected to the vertical plate 90, thus forming a casing in which are mounted a plurality of resilient units 92 for cushioning the movement of the bolster longitudinally of the truck, as will presently appear. The upper plate 84 of the bolster is rigidly connected to the plate 9I, as shown in Fig. 7.

Suitable means are provided for cushioning the endwise movement of the bolster I 4. In the form of construction shown, which is by way of example only, resilient mechanism is employed for this purpose. This mechanism comprises a casing 94, containing one or more cylinders 95, rigidly attached to the top plate 33 of each side frame member in which is slidably mounted a tubular member 96 (see Figs. 7 and 10) for each cylinder. Each tubular member 96 slidably engages the plate 90 at its inner end. slidably mounted within the tubular member 96 is a resilient unit 91. In the form of construction shown, this unit comprises a plurality of rubber blocks 98 which may, if desired, be arranged in pairs, each pair being vulcanized on a tube -99. The blocks 98 are provided with extensions IOI extending outwardly beyond the tube 99 to form the recess I02. One or more of these units are employed and inwardly of the rubber blocks is a slidable partition I03 and between this partition and the inner end of the tubular member 96 is a coil spring I04. A slidable partition I05 may be inserted between the bottom of the cylinder 95 and the outer end of the resilient unit 98, and between this partition or plate and the end of the cylinder 95 may be inserted a rubber block I06. In order to increase the capacity of the rubber blocks 91 and 98, they may be, and preferably are, surrounded by short tubes I01 for confining the expansion of these blocks in a direction of their axes.

The spring I04 yields more readily than the rubber blocks and is adapted to absorb the lighter shocks, and, in the operation of the device, the spring I04 will first be distorted, after which the rubber blocks 91 and 98 will be further distorted for absorbing abnormal shocks.

Suitable means are also provided for cushioning the forward and rearward movement of the truck bolster. Any suitable means may be employed for this purpose,v but, as shown, a type of rubber bumper is preferably employed, although other resilient means may be used, if desired. In the form of construction shown (see Fig. 6), a rigid partition plate I! is arranged vertically between the horizontal portion of the I angular plate 93 and the bottom bolster plate 85 along the center line of the bolster. At the front and rear of the plate I01 are the channel shaped plate members I08 and I09, each of which is.

arranged with its upper and lower ends extending inwardly toward the partition plate I01 and with the edges bent inwardly toward each other for engaging corresponding outwardly turned edges of plates II 0 and III. The parts are so constructed that the plates I08 and I09 are free to move inwardly, as will presently appear. A plurality of resilient units 92 are inserted between the plates I08 and H0 and a pluralityof similar units are inserted between the plates I09 and III. These units are secured in openings I20 in the plates H0 and III, as shown in Fig. 3. These units may be of any suitable construction, and may, if desired, be of the form shown in Fig. 3. As shown in said figure, each unlt com prises a tubular member II3 (see Fig. 3) rigidly attached to the adjacent plate, as I08, and has vulcanized thereto a rubber block I I4 surrounded by a short tubular member II5, to which the rubber is vulcanized, the construction being sinnlar to that shown in Fig. 10. Since these units are similar, it is not thought necessary to further central portion of the plate is reinforced by ribs I I9 which are secured to the transom and to the plate I I8. Suitable wear, or chafing plates I2I are attached to the plate H8 and are adapted to engage the wear plates I22 rigidly connected to the plates I08 and I09. In. the operation of the device, any forward or rearward shock to which the truck or body may be subjected will be absorbed by the resilient units 32. v

The resilient units 32 and the springs I04 may be and preferably are inserted under more or less compression whereby the friction between the member 95 and plate 90 and between the plates HI and I22 will not only dampen the vertical movements of the boltser but will also assist in deadening the sound vibration of the car.

Suitable means are provided between the truck and body bolsters for assisting in supporting the outer ends of the body bolster I23 and for preventing rocking of the car body. As shown, the plate 90 (see Fig. 7) constituting the extension of the lower plate 85 of the body bolster is extended above the plate 33 to form one side of a telescopic member. The other side of this member is formed by a plate I24 which is rigidly connected to the plate 93. An upper cap member I25 is adapted to telescope the lower section of the telescopic member and a resilient block of rubber, as at I20,'is inserted between the plate 93 and cap member I25. The car bolster I23 is provided with a block I2'I above the cap I25 and interposed between the block and the cap I25 are suitable wear plates I28. The rubber block I26 is so constructed that it will yield to absorb rocking movement of the body bolster I23.

The truck is provided with suitable motors I29 and I3I shown in dotted lines in Fig. 1. These motors are pivotally mounted on the car axles I5 and the transoms I2 and I3 are provided with suitable motor nose supports I32 and I33 (see Figs.

1 and 8), for supporting the adjacent ends of.

the motors, as is usual in such constructions. The motors are adapted to operate the car through the gear I34 and a pinion I35 on the motor shaft.

Considerable'difliculty'has heretofore been experienced in the gear mechanism, due to the fact that there is more or less angular movement of the pinion I35 relative to the gear I34, in that the axle I5 is movable relative to the transoms I2 and I3, which support the motor nose; that is, the axle may rock in a vertical plane, thereby rocking the gear I34 relative to the pinion I35. Such a. movement tends to injure the meshing teeth of the gear and pinion. In order to overcome this difieultysuitable means are provided for mounting. one of these members so that it may have a slight movement relative to the shaft to which it is attached.

In the form of construction shown, the gear I34 is provided with means for accomplishing this function. As shown, the opening through the hub of the wheel is made larger than the axle,

andsurrounding the axle are a plurality of rubber strips I36, and surrounding these strips are a plurality of segments I31. Preferably each segment is provided with a radial projection I38, extending inwardly thereof. The parts are so arranged that the projections I38 will occupy a position between the ends of the rubber strips or sections I36. The parts are forced into position, thereby compressing the rubber sections I36 for causing the same to grip the axle. Keys I39 are rovided for holding the sectors I31 in position and preventing the rotation of the hub relative thereto.

The gear is spaced slightly from the wheel I0, as shown at I40, whereby a slight tilting of the axle relative to the gear will be permitted.

In operation the rubber strips I36 will grip the axle I5 suificiently to turn the same, and under abnormal load the projections I38 will ride upon the ends of the rubber strips or blocks and increase their normal gripping action sufliciently to cause the axle to be turned by the motor.

The bolster I4 is supported at each end thereof by a pair of elliptic springs 29 and 3|. These springs are attached by brackets I45 tothe bolster I4, and by the brackets I 60 to the spring plank members I42. The brackets I45 and I60 are provided with spaced extension fingers that engage each side of each spring for holding them spaced apart, and for securing them in position. The spring plank members are connected by the spring plank I4I. This plank is of sheet metal in the form of an inverted U, with the edges turned horizontally. The spring plank is supported by the swing hanger cross bars I43, which in turn are removably secured in the lower slotted ends of the hangers I44. The swing hangers I44 (see Figs. 5 and 7) are pivotally mounted on suitable brackets on the transoms.

A spring plank safety hanger I is suspended by suitable brackets I beneath the spring plank I (see Figs. '7 and 8) Each hanger comprises a hollow bar having its ends flattened and secured to the brackets I90.

Each of the springs is preferably, though not necessarily, so constructed that it yields more or less freely during its initial movement than during its final movement in compressing the same so that lighter shocks will be absorbed during its initial movement. shown, which is by way of example only, the spring is of the elliptical multi-leaf type. A casting I46 is provided at each end of the spring. Each casting comprises the side plates I41 having the cross members I48 and H811 at their outer ends which are adapted to be positioned at opposite sides of the loops formed by the inner leaves I49 of the main spring I5I. An auxiliary spring member I52 is provided and preferably, though not necessarily, this spring is elliptical. The side plates I41 are provided with cross members I53 for engaging in the end of the auxiliary spring I52. The auxiliary spring I52 is more convex than the main spring so that during the initial movement of the bolster I4 relative to the truck frame, the outer ends of the main spring will cushion the vertical movement of the bolster, and on further movement the main spring will come in contact with the auxiliary spring I52 which will materially resist any further downward movement of the bolster. Since the spring I52 is shorter than the spring I5I, the ends of the former will move inward and outward at a greater speed than the latter, consequently, upon rebound the ends of the spring I52, that is, the loops will engage the cross bars I53 and'since the bars I48a engaging the ends of the spring I5I will prevent the plates I 41 and bars I53 from moving inward, the springs I52 will tend to prevent rebound beyond a predetermined extent.

Furthermore, during the initial movement of the spring, its fulcrums are at the end of the spring on the cross members I48 and when the spring is compressed sufliciently, it will contact the cross member I53 and fulcrum thereon, there- In the form of construction by shortening the eflective length of the spring, i

and, consequently, materially increasing its resistance to further compression. In this manner, the lighter shocks are absorbed by the initial movements of the spring, and the heavier shocks by its final movements when its effective length is shortened. A suitable bumper block I50 mounted on the lower spring bracket I60 limits the compression of the spring.

Suitable means are provided for supporting the contact shoe supporting bar I54. In the form of construction shown, the bar I54 is supported by brackets I55 (see Figs. 2 and which are integral with the seats 52 for the springs 54. The outer ends of these brackets are provided with upstanding arm I56 which extends through loops 151 rigidly connected to the side frame members of the truck. These loops are adapted to brace the bracket arms I56. Each of the arms I56 is provided at its lower outer side with serrations I58 adapted to be engaged by the corresponding serrations on the plate I59 carried by the bar I54.

The serrated portion of the arm is provided with slots I6I and I62 for receiving clamping bolts whereby the bar I54 may be adjusted vertically,

'as may be desired.

The slot I6I may be open at its upper end and the slot I62 may have an enlargement at its upper end, as at I10, through which the head or nut of the contact bar attaching bolt may pass whereby the bar I54 may be easily and readily removed and attached Without entirely removing the attaching bolts.

The live lever I63 of the brake operating mechanism, see Fig. 4, is operated by a link which is pivoted to said lever at one end and attached to the brake lever I64 at its other end. This link is so constructed that it will not interfere with the rotation of the wheel I6. In order to accomplish this result, the lever comprises the two bars I65 and I66 which are spaced apart a greater distance than the width of the wheel and at their forward ends are offset inwardly and held in spaced relation by a suitable block I61. The brake is adapted to be released by a suitable spring I68 attached to an extension of the brake lever I64 and at its opposite end is adjustably connected to a bracket I69 rigidly attached to a side plate I8. In order to assist in minimizing the noise made by the car in transportation, the wheels which, as shown, are of the disk type, are provided with annular strips of sound deadening material on one, or both, sides. As shown, rubber strips III and I12 are attached, one on each side of the'wheel, substantially midway between the rim and hub.

We claim as our invention:

1. In a railway truck, hollow side frame members, hollow transoms of sheet metal rigidly secured to said frame members, a hollow bolster of sheet metal slidable in a vertical plane between said transoms, resilient means for supporting said bolster from said side frame members, and hollow gusset members of sheet metal extending across the angles formed by said frame members and transoms and rigidly connected thereto.

2. A bolster for use on a railway truck comprising a body portion of hollow sheet metal, a housing of sheet metal at each end of said bolster for containing resilient units, said bolster having sheet metal side, top and bottom plates, said bottom plate being bent upwardly at its ends to form one wall of said housing, said wall constituting a friction surface and a coupling member at the central portion of said bolster.

3. Ina railway truck, a pair of side frame members, one at each side of said truck and extending longitudinally thereof, a pair of transoms extending transversely of the truck rigidly connected to the central portion of said frame members, a bolster movable vertically between said transoms, a pair of telescopic tubular members at each side of said truck, the outer ends of said members being rigidly connected to said frame members, and their inner ends slidably engaging the ends of said bolster and resilient means including rubber elements under shear within said telescopic members for yieldingly resisting the telescopic movement of said telescopic members and for dampening the vertical vibration of said bolster.

4. In a railway truck, a pair of side frame members, a pair of transoms connecting the central portions of said frame members together, a bolster movably supported between said transoms, means for yieldingly resisting the movement of said bolster both longitudinally of and transversely to said side frame members and means for yieldingly supporting said bolster, said last named means comprising an elliptic spring, a pair of outer fulcrums for said spring, a pair of inner fulcrums for said spring, said inner fulcrums being inoperative during the initial compr e'ssion of said spring but operative to shorten the effective length of said spring when the same is compressed beyond a predetermined amount.

5. In a truck for railway cars, a pair of hollow side frame members, transoms connecting said members, each of said side members having depending hollow pedestal legs at each end thereof and a pair of depending hollow arches between the ends thereof, an equalizer bar positioned between said arches, spring seats on said bar, spiral springs on said seats and extending through the bottom wall of said side frame member and a seat within said member for receiving the upper ends of said spring for supporting said members from said bars.

6. In a truck for railway cars, a pair of hollow side frame members, transoms connecting said members, each of said members having depending hollow pedestal legs at each end thereof and a pair of depending hollow arches between the ends thereof, an equalizer bar positioned between said arches, resilient means including spring seats connected to said bars for supporting said side frame members from said equalizer bars and brackets rigid with said seats and extending laterally therefrom and having upwardly extending arms thereon, and loops above said bracket for engaging said arms, said arms having means thereon for adjustably attaching brackets thereto for supporting a contact shoe supporting bar.

'7. In a truck for railway cars, a pair of hollow sheet metal side frame members, .a pair of hollow sheet metal transoms extending between said side frames and rigidly connected thereto, hollow sheet metal gusset members between said transoms and saidside frame members, a hollow sheet metal bolster, springs for supporting said bolster, spring hangers for supporting said springs and a sheet metal member for connecting said hangers beneath said springs.

8. In a railway truck, side frame members, hollow sheet metal transoms rigidly connecting said frame members together, a sheet metal bolster between said transoms, resilient means for supporting said bolster from said transoms, said bolster comprising an upper plate member, a lower plate member, the outer ends of said lower plate member being bent to project upwardly beyond the plane of said upper plate to form extensions and means including rubber blocks under shear mounted on said side frame members and frictionally engaging the outer faces of said extensions above the plane of said upper plate for dampening the vertical vibrations of said bolster.

9. In a railway truck, hollow sheet metal side frames, hollow sheet metal transoms connecting said side frames, a hollow sheet metal bolster between said transoms, resilient means for supporting said bolster, said bolster having a bottom plate provided with upturned end portions forming the end faces of said bolster, an angle member forming with said upturned portion a housing, spring pressed members within said housing engaging said transoms for resisting transverse movement of said bolster, said upturned portion at each end of the bolster, extending above said housing, a member forming with the extended upturned portion a socket, and a rubber block within said socket adapted to engage the under side of a car body for preventing rocking of the same. 7

10. In a railway truck, side frame members, a bolster resiliently supported from said side frame members, means including rubber-under shear, rigidly mounted on said frame, for frictionally engaging said bolster for resisting endwise movement of said bolster and for dampening the vertical vibration thereof.

11.- In a railway truck, a hollow sheet metal bolster having a housing rigid with each end thereof, resilient means engaging the outer surface of the ends of said bolster for resisting endwise movement of said bolster, a partition extending longitudinally of the bolster through the center line thereof, movable side walls-for said housing, resilient means between said partition andsaid housing for normally forcing said walls outward laterally of said bolster, and means for limiting the outward movement of said walls.

12. In a car truck, a side frame, a bolster, said bolster having a projection, means comprising a rubber element cooperating withsaid projection and subjected to a shearing stress upon a movement of the bolster with respect to'the side frame for cushioning said movement, and means comprising another rubber element cooperating withsaid projection and subjected to a shearing stress upon movement of the bolster with respect to the side frame in another direction for cushioning the last mentioned movement.

13. In a car truck, a bolster member, a bolster supporting member, means projecting laterally from the side of one of said members, and rubber means on the other of said members adapted to be placed in shear and cooperating with the first mentioned means for cushioning movements of the bolster member in directions at right angles to each other.

14. In a railway car truck, a spring supportedv bolster, and means associated with said bolster and adjacent truck parts so arranged as to yieldingly resist horizontal movement of the bolster both longitudinally and transversely of the truck, said means being placed under shear during said movement.

15. In a railway truck, a truck frame comprising a side frame and a transom rigidly connected together, a spring support carried by the truck frame, a spring mounted on said support, a bolster supported by said spring having an end portion adjacent the side frame, a member rigidly secured directly to the side frame above the level of the transom, a cooperating member engaged with the adjacent end portion of the bolster and relatively immovable therewith by endwise movement of the bolster, and means interposed between said members for cushioning endwise movement of the bolster, said means including a block of rubber subjected to shearing stress by endwise movement of the bolster. I

16. In a railway truck, a truck frame comprising a side frame and a transom rigidly connected together, a spring support carried by the truck frame, a metallic spring mounted on said support, a bolster supported by said spring having an end portion adjacent the side frame, a member rigidly secured directly to the side frame above the level of thetransom, a plate carried by said member and held by said member against movement lengthwise of the side frame, a cooperating member engaged with the adjacent end portion of the bolster and relatively immovable therewith by endwise movement of the bolster, and means interposed between said plate and said last named member for cushioning endwise movement of the bolster, said means including a block of rubber subjected to shearing stress by endwise movement of the bolster.

MARTIN P. BLOMIBERG. WILLIAM H. MUSSEY.

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