US2333921A

US2333921A - Car truck

Info

Publication number: US2333921A
Application number: US376582A
Authority: US
Inventors: John E Flesch
Original assignee: American Steel Foundries
Current assignee: American Steel Foundries
Priority date: 1941-01-30
Filing date: 1941-01-30
Publication date: 1943-11-09
Anticipated expiration: 1960-11-09

Description

J. E. FLESCH Nov. 9, 1943.

CAR TRUCK Filed Jan. 50, 1941 3 Sheets-Sheet 1 INVENTOR. Jahn Eflea'c/v 'IIl/I/I/I/l/lI/II J. E. FLESCH 2,333,921

CAR TRUCK Filed Jan. 30, 1941 3 Sheets-Sheet 2 Nov. 9, 1943.

J. E. FLESCH Nov. 9, 1943.

CAR TRUCK Filed Jan. 30, 1941 5 Sheets-Sheet 3 ZZJ w 7 LFVENTOR. 1/0/04 /3 [[ciSC/L Patented Nov. 9,

CAR TRUCK John E. Flesch, Chicago, 111., assignor to American Steel Foundries, Chicago, Ill., a corporation of New Jersey Application January 30, 1941, Serial No. 376,582

29 Claims.

My invention relates to railway car truck and more particularly to a spring plankles quick wheel change truck having snubbing means associated with each bolster end and guide columns on the side frames.

My invention contemplates a railway car truck wherein cushioning means are afforded at opposite sides of each bolster end to resist outof-square movement of the bolster and the side frames.

A different object of my invention is to devise such a railway car truck wherein cushioning means are afforded for relative longitudinal movement of the bolster and the side frames.

Another object of my invention 'is to afford snubbing means for a railway car truck operable between each bolster end and th guide columns on the side frames for preventing synchronous oscillations of the bolster supporting spring group.

A further object of my invention is to design cushioning means operable between a spring cap and a portion of the bolster end and engaging the guide columns on the side frame in such manner that frictional absorption between said means and the guide columns is substantially constant and uniform upon relative vertical movement of the bolster and side frames. The friction device is so designed that relatively small vertical oscillations of the bolster spring group are snubbed.

A specific object of my invention is to afford friction means confined between each bolster end and the guide columns and seated on a spring cap, said friction means comprising wedge members seated between the bolster and spring cap,

friction shoes engaging said columns, and re-- silient pads compressed between said shoes and said wedge members whereby the compression of the resilient pads remains substantially unchanged upon relative vertical movement of the bolster and side frames.

My invention comprehends such a friction device wherein the compressed rubber pads are so arranged that out-of-square movement of the bolster and side frames will further compress said pads, thus setting up forces which act to restore said bolster to its squared relationship with said side frames.

In the drawings,

Figure 1 is a fragmentary side elevation of a railway car truck embodying one modification of my novel invention.

Figure 2 is a fragmentary sectional view of the car truck shown in Figure 1, the section being taken substantially in the vertical transverse plane bisecting the car truck as indicated by the line 2-2 of Figure 1.

Figure 3 is a fragmentary sectional view of the car truck shown in Figure 1, the section being taken substantially in the horizontal transverse plane indicated by line 3-3 of Figur 1.

Figure 4 is a fragmentary sectional view taken substantially in the vertical longitudinal plane indicated by the line 4-4 of Figure 3.

Figure 5 is a fragmentary sectional view of a modified arrangement of the friction means shown in Figure 1, the section being taken in substantially the same plane as that of Figure 4.

Figure 6 is a fragmentary sectional view of another modified form of the friction means shown in Figure 1, the section being taken in substantially the same plane as that of Figure 4.

Figure '7 is a fragmentary sectional view of a different modification of my invention, the section being taken substantially in the same vertical longitudinal plane as that of Figure 4.

Figure 8 is a fragmentary sectional view of the modification shown in Figure 7, the section being taken substantially in the same horizontal transverse plane as that of Figure 3.

Figure 9 is a fragmentary sectional view showing another arrangement of the friction means in Figure '7, the section being taken substantially in the same plane as that of Figure 7; and Figure 9A is a fragmentary sectional view taken substantially in a horizontal transverse plane indicated by line A-A of Figure 9.

Figure 10 is a fragmentary side elevation of a railway car truck embodying another modification of my novel invention.

Figure 11 is a fragmentary sectional view of the railway car truck shown in Figure 10, the section being taken substantially in a transverse vertical plane bisecting the car truck as indicated by line li-H of Figure 10.

Figure 12 is a fragmentary sectional view take substantially in a horizontal transverse plane indicated by line l2l2 of Figure 10.

Figure 13 is a fragmentary sectional view taken substantially in the vertical longitudinal plane indicated by the line l3-l3 of Figure 12.

Figure 14 is a fragmentary sectional view taken substantially in the vertical transvers planes indicated by the line lll4 of Figure 10.

Figure 15 is a half top plan view of the spring cap used in the modification shown in Figures 10 to 14, the other half not being shown because it is similarly arranged; and Figure 16 is a half side view of the spring cap shown in Figure 15.

In the modification shown in Figures 1 to 4 ,member 6 may be laterally widened to afford a spring seat I6. Along outboard and inboard edges of said wall I4 may be formed upstanding vertical flanges I8, I8 which merge with the slightly outward flared outboard and

inboard legs

20 and 22 respectively of each U-section column I to afford a spring pocket or well which confines the lower ends of a spring group diagrammatically indicated at 24. Positioning means for said spring group may be afforded by

upstanding lugs

26, 26 on the spring seat I6. A spring cap 28 afiords retaining means for the upper ends of said springs in the form of outboard and

inboard lugs

30, 30, and at each side said cap is formed with a longitudinally projecting end portion 32 accommodated between'legs 20 and 22.

On the bolster 34 is a seat 36 for a side bearing (not shown) and the bolster end 38 is received within the bolster opening I2 and seated on the spring cap 28 as at 40. On opposite sides of the bolster end 38 are formed laterally projecting

shelves

42, 42 each received between the

legs

20 and 22 of the adjacent column I0. Each inboard leg 22 is terminated as at 44 short of the top member 4 a vertical distance slightly greater than the depth of the shelf 42 to permit passage therethrou'gh during assembling and dismantling of the bolster and side frame. A central vertical rib 46 reinforces the bolster end 38.

At each side of said bolster end may be formed a pocket or recess 48 defined by a diagonally arranged side wall 50 extending between each lateral shelf 42 and bottom wall I of the bolster, an inboard transverse wall 52 which integrally joins the adjacent vertical side wall and bottom wall of the bolster, and an outboard downwardly directed flange 54 extending along the outboard edge of the diagonally arranged side wall 50. Within each pocket 48 may be received vertical upstanding

spaced walls

56, 56 formed on each end of the spring cap 28, said walls being of generally triangular form for accommodation in said pocket 48. The bolster is thus interlocked with the spring cap 28.

Confined within each pocket 48 may be a friction device comprising a wedge block 58 (Figure 4) seated on the spring cap 28 between the

walls

56, 56 and having a diagonally arranged face 60 in complementary engagement as at 62 with the bottom surface of the diagonal wall 50. The wedge block 58 is afforded a slightly arcuate bottom surface 64 for seating on the spring cap 28 to permit adjustment for wear between the block 58 and the bolster and spring cap. Seated against the block 58 may be a resilient pad 66 positioned on said block as at 68 by 2. lug received within a complementary recess thereon. Seated against the opposite face of said pad and positioned thereon as at in similar manner may be a friction shoe 12 having frictional engagement as at 14 with a wear plate 16. The wear plate 16 may be interlocked with the column I0 by means of spaced

studs

18, 18 received within complementary openings 80, in the vertical transverse web of said column. The

friction shoes

12, 12 are afforded but slight clearance at 82, 82 from the

lateral shelves

42, 42 on the bolster and the

lateral end portions

32, 32 on the spring cap so that relatively slight vertical movement between the bolster and the side frames will cause the friction shoes to slide along the

wear plates

16, 16. It will be apparent that because the bolster is seated on the spring cap 28 the resilient pads 68 are placed and maintained under constant and uniform compression, and the friction absorbed will remain substantially constant during relative vertical movement of the bolster and side frame.

In Figure 5 is shown a modified form of the friction means previously described. In this modification the side wall of the bolster 86 may be slightly offset as at 88 to afford space for a block 90, said block 80 being seated on spring cap 92 as at 94. A resilient pad 96 is compressed between said block and a friction shoe 98, said pad being positioned therebetween by lugs formed on opposite faces thereof and accommodated within complementary recesses on said block 90 and said shoe 98 as at I00, I00. The friction shoe 98 engages as at I02 a wear plate I04 interlocked with guide column I06 as at I 08, I08.

Another modification of the friction device in Figures 1 to 4 is shown in Figure 6 wherein a generally triangular friction block I I2 is afforded frictional engagement as at I I 4 with a wear plate I I6 interlocked with the guide column I I8 in a manner similar to that previously described. The friction block H2 is seated as at I20 on a resilient pad I22 which may be positioned on the spring cap I 24 as at I26. The bolster I28 is seated on the spring cap as at I30 and a resilient pad I32 may be interposed between the friction block H2 and the diagonally arranged portion I34 of each side wall of the bolster. A retaining shoulder I36 is afforded on the friction block II2 for the resilient pad I32, and the top of said block is afforded slight clearance as at I38 from the lateral shelf I40 on the bolster.

It is apparent in this modification that the friction block II2 will slidingly engage the wear plate II6 upon relatively slight downward movement of the bolster and that upon upward movement of the bolster sliding engagement of the friction block along the wear plate will be delayed until the forces in the resilient pad I22, which is being placed under increasing compression, becomes greater than the frictional resistance between the block and the wear plate.

The modification shown in Figures 7 and 8 differs from the modification shown in Figures 1 to 4 in that the resilient pads are interposed between the guide column and the wear plate. A friction block I50 is confined within each pocket I52 on each side of the bolster end and is afforded between the walls I58, I58 on the spring cap a generally arcuate seat as at I54 on said cap and diagonal face engagement as at I 60 with the diagonally arranged portion I62 on the bolster. The friction block I50 engages as at I64 the wear plate I66 having spaced lugs I68, I68 accommodated within spaced openings I10, I10 in the web of the guide column I12. Interposed between said web and the wear plate I66 and encircling ea lug I68 may be a resilient pad I14 which is 001 pressed when the bolster is seated on the spri cap in assembly, and which is maintained um uniform compression upon relative vertical movement of the bolster and side frames.

On the outboard face of each shelf I18 may be formed a vertically extending lug I18 for abutment with the outboard leg I80 01. the bolster guide column as at I82 to afford stop means for relative longitudinal movement of the bolster and side frames. The abutment at I82 also limits the compression of the resilient pads I14, I14.

Themodiflcation shown in Figures 9 and A differs from that shown in Figures 7 and 8 in the manner of mounting the wear plate on the guide columns. Each wear plate I90 is afforded spaced positioning lugs I92, I92 accommodated in openlogs on resilient pads I94, I94. The guide column I98 is afforded on its inner surface top and bottom lugs I98, I98, and at each side of the wear plate I90 spaced guide lugs 200, 200 serve with the stop means I 98, I98 to maintain the wear plate I90 and the resilient pads I94, I94 in their proper position on the guide column I98 It may be noted that the wear plate I 80 is afforded but slight clearance at 202, 202 from the stop means I98, I98 so that the friction block 204 will slidingly engage as at 208 the wear plate I90 upon slight vertical movement of the bolster with respect to the side frame.

In the modification shown in Figures 10 to 14 the side frame 220 comprises a top compression member 222 and a bottom tension member 224 merging adjacent their ends at journal means (not shown) which accommodate the journal ends of associated supporting wheel and axle assemblies (not shown). On each side of the bolster opening 228 is a U-section'oolumn 230 comprising an outboard wall 232, an inboard wall 234, and a transverse web 238 joining said walls.

In this modification beneath the bolsterv opening the top wall 238 of the tension member aflords a spring seat 240 of substantially the same lateral width as the top wall 288, said spring seat extending longitudinally of the side frame within each U-section column 230. The spring group 242 is arranged in a line on the spring seat 240, each outer spring being substantially confined within the adjacent U-section column. The

side walls

244, 244 of the tension member 224 are projected upwardly to form retaining

flanges

248, 248 which are integrally joined with the

walls

232 and 234 respectively of each column to afford a spring pocket.

Lugs

248, 248 on the top wall 238 afford positioning means for the lower ends of the spring group 242.

On top of the spring group 242 may be seated a spring cap 250 shown in detail in Figures 15 and 16. The spring cap 250 comprises a rectangular base having along its longitudinal edges

vertical walls

252, 252 which may be centrally relieved as at 254. Intermediate said walls may be formed a longitudinally extending upstanding rib 258 having each tapered end 258 terminated short of the ends of said base.

Each end of the spring cap 250 is accommodated within the adjacent column, and between the walls 252, 252 a wedge member 280 (Figure 13) is afforded spaced

seats

282, 282 on said spring cap. Each wedge member 280 may be a hollow generally rectangular block having its bottom wall and its inner diagonal and wall 284 slotted as at 268 to accommodate the tapered end 258 of the rib 258 and thus interlock the wedge member with the spring cap.

Extending into said bolster opening 228 is a bolster end 288 having on each side thereof aviateral shelf 210 received between the outboard and inboard legs 232 and 284 of the adjacent column 288. Each leg 234 is relieved or notched at 212 to permit passage of a shelf 210 in assemblin and dismantling of the bolster and side frame. inwardly of each shelf 210 the bolster end 288 is afforded an arcuate bearing surface seated as at 214 on the top wall of the wedge member 28 and the diagonal wall 218 on the bolster is afforded a seat as at 218 on the slightly arcuate outer surface of the diagonal end wall 284 of the wedge member. On each side of the bolster a recess or pocket 280 is defined by the diagonal wall 218, an inboard transverse wall 282 oflset at 284 to accommodate the inboard wall 252 on the spring cap 250, and an outboard depending flange 288 formed in substantially the same plane as the outboard wall 252 of the spring cap. In the bottom wall 281 (Figure 11) of said bolster may be formed a transverse channel 288 which receives as at 290 the central rib 258 on the spring cap to interlock the bolster end therewith. The bottom wall 281 maybe accommodated within the

relieved portions

254, 254 of the

walls

252, 252 on the spring cap and is afforded clearance therefrom as at 29I, 29I. A central vertical rib 289 reinforces the bolster end 288. It may be noted that in this modification the bolster end is afforded spaced seats on the

wedge members

280, 280 and is not afforded a seat directly on the spring cap.

Against the outer wall of each member 280 may be seated a resilient pad 292 (Figure 13) of any suitable resilient material, said pad being positioned thereon by a lug extending within a complementary recess on said outer wall as at 294.

A friction shoe 298 is seated against the opv posite face of said pad 292 and may be positioned thereon in similar manner by a lug extending within a complementary recess on said shoe as at 298. The friction shoe 298 engages as at 300 the wear plate 302 interlocked with the web 238 of the adjacent guide column by spaced projections 804, 804 extending through

complementary openings

308, 308 in said web. A top flange 308 on said member 280 overlaps the top edge of the friction shoe 298 and is afforded slight clearance therefrom.

An outboard vertical lug 3| 0 (Figure 12) at each outer corner of the bolster end is afforded abutment at 3I2 with the flanged edge of wall 232 of the guide column and an inboard bearing pad 3I4 at each side of the bolster may be afforded abutment at 3I8 with the flanged edge of the inboard wall 234 of the guide column. Stop means are thus afforded for relative longitudinal movement of the bolster with respect to the side frame and it may also be noted that said stop izrgzans limit the compression of the resilient pad Assembly of my novel car truck is substantially identical for each modification. Each friction device is seated is assembled relationship on the respective end portion of the spring cap and as the bolsteris lowered into position the friction device is placed under compression between the transverse web of the U-section column and the bolster end.

It will be understood by those skilled in the art that I have devised a novel form of railway car truck and different arrangements thereof wherein friction means are supported by a spring cap within U-section columns and are associated with the bolster in such manner that a substantially constant thrust is exerted against the webs of said columns during vertical movement of the bolster with respect to the side frame. In this manner such movement will be resisted by. substantially uniform frictional absorption.

It may be noted that in my novel structure the bolster is guided with respect to the side frame by means of the arrangement of spring cap, friction devices, and lateral shelves which are received within the U-section columns. Any tendency for out-of-square movement of the bolster with respect to the side frame will further compress the resilient members in the friction devices and thus set up forces which will restore the bolster to its normal squared relationship with the side frame. It is readily apparent that any longitudinal movement of the bolster with respect to the side frame will be cushioned by further compression of the rubber pads.

It is to be understood that I do not wish to be limited by the exact embodiments of the device shown which are merely by way of illustration and not limitation as various and other forms of the device will, of course, be apparent to those skilled in the art without departing from the spirit of the invention or the scope of the claims.

I claim:

1. In a railway car truck, a side frame having a bolster opening defined by a top member, a bottom member, and spaced columns each being of U-section' with spaced legs and an intervening web, spring means on said bottom member, a spring cap on said spring means comprisin end portions with spaced upstanding walls accommodated between said legs, a bolster end seated on said cap and having pockets at opposite sides thereof receiving said upstanding walls for interlocking said bolster with said cap, lateral shelves on said bolster end projecting between said legs above said end portions, and a friction device supported on said cap within each pocket and comprising resilient means under substantially constant compression between said bolster end and the adjacent web whereby relative vertical movement of said bolster end and said side frame is resisted by substantially constant frictional absorption.

2. In a railway car truck, a side frame having a bolster opening defined by a top member, a bottom member, and spaced columns each being of U-section with spaced legs and an intervening web, friction means on said web, spring means on said bottom member, a spring cap on said spring means comprising end portions with spaced upstanding walls accommodated between said legs, a bolster end seated on said cap and having pockets at opposite sides thereof receiving said upstanding walls for interlocking said bolster with said cap, lateral shelves on said bolster end projecting between said legs above said end portions, and a friction device within each pocket comprising a block interposed between said cap and said bolster end, a shoe engaging said friction means, and resilient means under compression between said shoe and said block.

3. In a railway car truck, a side frame having a bolster'opening defined by a top member, a bottom member, and spaced columns each being of U-section with spaced legs and an intervening web, spring means on said bottom member, a spring cap on said spring means comprising end portions with spaced upstanding walls accommodated between said legs, a bolster end supported I from said cap and having pockets at opposite shelves on said bolster end projecting between said legs above said end portions, and a friction device on each end portion within each pocket interposed between said bolster end and the adjacent web and exerting substantially constant thrust against said web during relative vertical movement of said bolster end and said side frame.

4. In a railway car truck, a side frame having a bolster opening defined by a top member, a bottom member, and spaced columns each comprising spaced legs and an intervening web, spring means on said bottom member, a spring cap on said spring means with end portions extending between said legs, a bolster end supported from said spring cap and having lateral shelves projecting between said legs, and means associated with said bolster 'end, said spring cap, and each column for frictionally resisting relative movement of said bolster end and side frame, said means including a rigid member seated on each end portion and abutting said bolster end, friction elements supported respectively by said web and said member, and resilient means under compression between one of said elements and its supporting part.

5. In a railway car truck, a side frame comprising compression and tension members and spaced columns defining therewith a bolster opening, resilient means on, said tension member in said opening, a spring cap on said means, a bolster seated on said cap and comprising a recess in each side thereof, spaced upstanding walls on each end of said cap and received within the associated recess, friction means supported from said cap and said bolster between the upstanding walls in each recess, and friction means supported from the adjacent column in engagement with said first-mentioned friction means.

6. In a railway car truck, a side frame having a bolster opening defined by a top member, a bottom member, and spaced columns each being of U-section with spaced legs and an intervening web, a wear plate mounted on each web, spring means on said bottom member, a spring cap on said spring means comprising end portions with spaced upstanding wall accommodated between said legs, a bolster end seated on said cap and having pockets at opposite sides thereof receiving said upstanding walls for interlocking said bolster with said cap, lateral shelves on said bolster end projecting between said legs above said end portions, and a friction device seated on each end portion between said walls within the respective pocket and abutting said bolster end and frictionally engaging the adjacent wear plate.

'7. In a railway car truck, a side frame comprising compression and tension member and spaced columns defining therewith a bolster opening, resilient means on said tension member in said opening, a spring cap on said means, a. bolster seated on said cap and comprising a recess in each side thereof, spaced upstanding walls on each end of said cap and received within the associated recess, a friction means supported from said cap and said bolster between the vertical walls in each recess, and friction means supported from the adjacent column in engagement with said first-mentioned friction means, one of said friction means comprising cushioning means for maintaining said bolster and frame in squared relationship.

8. In a railway car truck, a side frame comprising tension and compression members and spaced columns defining therewith a bolster opening, coil springs on said tension member in said opening,

a' spring cap seated on said springs and having each pocket seated on said spring cap in abutment with said bolster end, and other means supported from the adjacent column in frictional engagement with said first-mentioned means.

9. In a railway car truck, a side frame comprising tension and compression members and spaced columns defining therewith a bolster opening, coil springs on said tension member in said opening, a spring cap seated on said springs and having spaced vertical walls at each end thereof, a bolster end received within said'opening comprising pockets receiving the associated walls, means in each pocket seated on said spring cap in abutment with said bolster end, and other means supported from the adjacent column in frictional engagement with said first-mentioned means, one of said means comprising cushion-.

ing means for maintaining said bolster and side frame in assembled relationship.

10. In a railway car truck, aside frame comprising top and bottom members and spaced columns defining therewith a bolster opening, wear plates on said columns, spring means on said bottom member in said opening, a spring cap having spaced vertical walls, a bolster end received within said opening comprising pockets receiving said walls, and cushioning means in each of said pockets seated on said spring cap in abutment with said bolster end and in frictional engagement with the associated wear plate.

11. In a railway car truck, a side frame comprising columns partly defining a bolster opening, a spring group 'on said frame in said opening, a spring cap thereon, a bolster .end seated on said cap and comprising recesses at opposite sides thereof, a block in each recess seated on said cap, resilient means supported by said block, friction means engaged with said resilient means and other friction means on the adjacent column in engagement with said first-mentioned friction means.

12. In a railway car truck, a side frame comprising spaced columns partly defining a bolster opening, a spring group on said frame in said opening, a spring cap on said group, a. bolster end positioned on said cap and comprising recesses at opposite sides thereof, a block in each recess seated on said cap, resilient means supported by said block, friction means engaged with said resilient means, other friction means on the adjacent column in engagement with said firstmentioned friction means, and upstanding means on said cap at opposite sides of said first-mentioned friction means and received within said recess.

13. In a railway car truck, a side frame comprising columns partly defining a bolster opening, a spring group on said frame in said opening, a spring cap thereon, a bolster end seated on said cap and comprising recesses at opposite sides thereof, a pair of rigid members and an interposed resilient member in each recess, one of said rigid members being seated on said cap, and friction means on the adjacent column in engagement with the other of said rigid members.

14. In a railway car truck, a side frame comrising columns partially defining a bolster opening, a spring group on said frame in said openin a spring cap thereon, a bolster end seated on said cap and comprising recesses at opposite sides thereof, a pair of rigid member andan interposed resilient member in each recess, one of said rigid members being seated on said cap, friction means on the adjacent column in engagement with the other of said rigid members and spaced upstanding means on said cap received within said recess at opposite sides of said rigid and resilient members for interlocking said cap and said bolster end.

15. In a railway car truck, a side frame comprising spaced columns partly defining a bolster opening, a spring group on said frame in said opening, a spring cap thereon, a bolster seated on said cap and having a recess in each side thereof, friction means seated on said cap in each recess, friction means on the adjacent column in engagement with said first-mentioned friction means, and upstanding walls on said cap at opposite sides of said first-mentioned friction means, said walls being received within said recess for interlocking said cap and said bolster.

16. In a railway car truck, a side frame comprising top and bottom members, spaced columns of U-section defining with said members a bolster opening, spring means onsaid bottom member in said opening, a spring cap having portions extending within said columns, a, bolster end supported from said cap and having recessed means at each side thereof, and cushioning means supported by said cap within said recessed means and associated with webs of said columns for maintaining said bolster and side frame in squared relationship, said cap having spaced vertical walls in engagement with said recessed means.

17. In a railway car truck, aside frame comprising top and bottom members, and spaced columns defining therewith a bolster opening, wear plates on said columns, spring means on said bottom member in said opening, a spring cap having spaced vertical walls, a bolster end received within said opening comprising pockets receiving said walls, cushioning means in each of said pockets seated on said spring cap in abutment with said bolster end and in frictional engagement with the adjacent wear plate, said means comprising a plurality of rigid members, and an interposed resilient member.

18. In a railway car truck, a side frame comprising top and bottom members and spaced columns defining therewith a bolster opening, wear plates on said columns, spring means on said bottom member in said opening, a spring cap, a bolsterend received within said opening comprising pockets, cushioning means in each of said pockets seated on said spring cap in abutment with said bolster end and in frictional engagement with the adjacent wear plate, said means comprising a plurality of rigid members, and an interposed resilient member, and spaced upstanding walls on said cap confining the cushioning means in each pocket.

19. In a railway car truck, a side frame composite sides of first-mentioned elements and interlocked with said bolster.

21. In a railway car truck, a side frame comprising spaced columns partly defining a bolster opening, a spring group on said frame in said opening, a spring cap thereon, a bolster seated on said cap and having a recess in each side thereof,

a friction-member supported from said cap in each recess, a friction member supported from the adjacent column in engagement with said first-mentioned member, resilient means under compression for urging one of said member into engagement with the other, and upstanding walls on said cap at opposite sides of said first-mentioned member and received within the associated recess.

22. In a spring cap, a flat portion for seating upon associated resilient means, said portion comprising a seat at each end thereof for an associated friction device, and spaced upstanding walls at each end of said fiat portion, said walls afiording retaining means for the adjacent device and interlocking means for engagement with a superposed member.

23. In a railway car truck, a side frame comprising columns partly defining a bolster opening, a spring group on said frame in said opening, a spring cap thereon, a bolster end seated on said cap and comprising, recesses at opposite sides thereof, a rigid member resiliently mounted on the cap in each recess, resilient means bearing against the bolster and said member, and friction means on the adjacent column in engagement with said member.

24. In a railway car truck, a side frame comprising columns partly defining a bolster opening, a spring group on said frame in said opening, a spring cap thereon, a bolster end seated on said cap and comprising recesses at opposite sides thereof, a rigid member resiliently mounted on the cap in each recess, diagonal resilient means bearing against the bolster and said member, and friction means on the adjacent column in engagement with said member.

25. In a railway car truck, a side frame comprising columns partly defining a bolster opening, a readily removable friction plate resiliently mounted on each column and interlocked against relative vertical movement with respect thereto, a spring group on said frame in said opening, a bolster end supported on said group, and friction blocks supported from said group at opposite sides of said bolsterend, said blocks and'said end having complementary wedge surfaces for urging the blocks into engagement with respective plates.

26. In a railway car truck, a side frame having spaced columns partly defining a bolster opening, resilient means on said frame in said opening, a bolster supported from said means, friction means on each column, and friction devices supported from said resilient means and affording indirect support for the bolster therefrom, each of said devices comprising a block in wedge engagement with said bolster and a friction shoe resiliently mounted on said block in engagement with the adjacent friction means.

27. In a railway car truck, a side frame having spaced columns partly defining a. bolster opening, a spring group on said frame in said opening, a bolster supported from said group, friction means on each column, and friction devices supported directly from said group, each of said devices comprising a pair of spaced horizontally aligned rigid members and an interposed resilient means, one of said rigid members bearing against the bolster, and the other of said rigid members hearing against the adjacent friction means, and means on the bolster for moving said devices downward therewith.

28. In a railway car truck, a side frame having spaced columns and an intervening bolster opening, bolster supporting resilient means on said frame in said opening, a bolster supported from resilient means a recess in each side of the bolster extending through the bottom Wall thereof, friction devices afforded support in said recesses by said resilient means, each of said devices comprising a wedge block and a friction shoe resiliently mounted thereon for engagement with the adjacent column, and cooperating wedge surfaces on each side of the bolster and the adjacent wedge block for urging the latter toward the adjacent column whereby the associated shoe is urged into engagement with a friction surface on said column.

29. In a railway car truck, a side frame having spaced columns and an intervening bolster opening, each of said columns having a rear web and inboard and outboard walls, said bolster opening having a widened upper portion, bolster supporting resilient means on said frame in said opening, a bolster supported on said means and having recesses in opposite sides thereof, friction devices supported from said resilient means in respective recesses, each of said devices comprising a block in complementary wedge engagement with the bolster, and a friction shoe resiliently mounted on said block for abutment with a friction surface on the adjacent rear web, and lugs on opposite sides of said bolster overlying said devices and received between the inboard and outboard walls of respective columns, said lugs being of less depth than that of the widened portion of said bolster opening whereby the bolster may be elevated therein and removed therefrom while the bolster supporting resilient means and associated friction devices remain in assembled relationship.

JOHN E. FLESCH.