US3654870A

US3654870A - Dampened railway truck

Info

Publication number: US3654870A
Application number: US32813A
Authority: US
Inventors: George O Wallace
Original assignee: Diversified Industries Inc
Current assignee: Diversified Industries Inc
Priority date: 1970-04-29
Filing date: 1970-04-29
Publication date: 1972-04-11
Anticipated expiration: 1989-04-11

Abstract

A railway truck dampened bolster which at its ends is provided with laterally opening sockets into which replaceable bearing blocks are fitted. These bearing blocks bear against wedge-shaped friction blocks which snub the movement of the bolster relative to the side frames in which it is mounted. The bearing blocks may be spring biased outwardly s that they are always firmly engaged with the wedge-shaped friction blocks, thus enabling the friction blocks to provide the snubbing effect even at light car loads. The blocks are easily replaced when the friction surfaces on them wear out, and this avoids the expense of replacing an entire bolster casting.

Description

United States Patent Wallace [45] Apr. 11, 1972 54] DAMPENED RAILWAY TRUCK 2,485,973 10/1949 Lehrman ..105/197 1) 2,550,910 5/1951 Christensen ..105/197 D [72] Invent Gemge Wallace 3,390,643 7/1968 Takamatsu et a1 105/197 1) [73] Assignee: Diversified Industries, Inc., St. Louis, Mo.

- Primary Examiner-Arthur L. La Point [22] 1970 Assistant Examiner-Howard Beltran [21] App1.No.: 32,813 AttorneyGravely,Lieder& Woodruff 52 us. 01. ..105/197 DB, 105/226 [57] ABSTRACT II-lt. A railway truck dampened bolster which at ends is pro. Fleld of Search D, DB, vlded laterally opening ockets into which replaceable bearing blocks are fitted. These bearing blocks bear against References Cited wedge-shaped friction blocks which snub the movement of the bolster relative to the side frames in which it is mounted. The UNITED STATES PATENTS bearing blocks may be spring biased outwardly s that they are 1,712,908 5/1929 Symington 105/ 197 DB always firmly engaged with the wedge-shaped friction blocks, 2,053,990 9/1936 Goodwin thus enabling the friction blocks to provide the snubbing ef- 2,574,348 11/1951 fect even at light car loads. The blocks are easily replaced 2,672,102 3/1954 when the friction surfaces on them wear out, and this avoids ,723 5/ l 938 W the expense of replacing an entire bolster casting. 2,528,473 10/1950 Kowalik 2,053,989 9/1936 Goodwin ..105/197 D 18 Claims, 10 Drawing Figures PATENTEMPR 1 1 I972 SHEET 2 [1F 3 BACKGROUND OF THE INVENTION This invention relates in general to railway trucks and, more particularly, railway truck bolsters of the snubbed variety.

Railway trucks having snubbed bolster ends, more commonlyknown as Barber stabilized trucks, employ apair of wedge-shaped friction castings between the side surfaces of the bolster ends and the opposing surfaces on the side frames. Those castings are urged upwardly by springs so that they fit snugly between bolster ends and the corresponding side frames; Thepresenceof the spring loaded friction blocks or castings prevents the truck suspension system from bottoming out and furthennore tends to damp oscillations.

. In Barber stabilized trucks of current manufacture, the wedge-shaped friction castings fit into friction pockets in the bolster ends and therein bear against inclined wear surfaces which form an integrally cast part of the truck bolster. Since considerable friction is generated at the engaged wear surfaces on the bolster ends and friction blocks, both the bolsters and friction blocks in time wear out at those surfaces. While the friction blocks are relatively small castings and easily replaced at little expense, the truck bolster is not. On the contrary, truck bolsters are large and relatively complex castings which are only replaced at considerable expense.

The foregoing problem is particularly acute where abnormal wear occurs such as on unit trains and other equipment which is subjected to high mileage service.

Furthermore, at light car loads friction blocks are not very effective and the damping normally afforded by them is almost negligible. As a result the trucks of empty or light cars experience severe oscillations at the critical speed which is usually in the neighborhood of miles per hour. Indeed, at the critical speed the wheels of light cars have been known to lift completely off the track and on occasion derail the car.

SUMMARY OF THE INVENTION One of the principal objects of the present invention is to provide a railway truck which may be used for extremely long periods of service without replacing major components thereof such as the bolster. Another object is to provide a snubbed railway truck having replaceable bearing blocks at its bolster ends for engaging the friction blocks at those ends. A

further object is to provide a truck of the type stated which utilizes conventional friction blocks, side frames and springs. An additional object is to provide a bolster which is suitable for use in equipment subjected to abnormal wear such as unit trains. Still another object is to provide a bolster which cooperates with friction blocks to effectively snub the movement of the bolster even at light car loads. Yet another object is toprovide a bolster which is damped even at light car loads. These and other objects and advantages will become apparent hereinafter.

The present inventionis embodied in a bolster having ends provided with sockets into which bearing blocks are fitted. The bearing blocks bear against friction blocks which move against wear surfaces on side frames. The invention also consists in the parts and in the arrangements and combinations of parts hereinafter described and claimed.

DESCRIPTION OF THE DRAWINGS In the accompanying drawings which form part of the specification and wherein like numerals and letters refer to like parts wherever they occur:

FIG. 1 is a side elevational view of a railway truck provided with a bolster constructed in accordance with and embodying the present invention;

FIG. 6 is a fragmentary sectional view in elevation of a modified bolster construction;

FIG. 7 is a sectional view taken along line 7--7 of FIG. 6;

FIG. 8 is a sectional view in elevation of another modified bolster construction;

FIG. 9 is a perspective view of the bearing block used in the bolster construction of FIG. 8; and

FIG. 10 is a sectional view in elevation of still another modified bolster construction;

DETAILED DESCRIPTION Referring now in detail to the drawings, 2 designates a railway truck which broadly speaking includes a bolster 4, a pair of side frames 6, spring sets 8 for supporting the bolster 4 at its ends on the side frames 6, and a pair of wheel sets 10 supporting the ends of the side frames 6.

Each side frame 6 (FIG. 1) is of the conventional truss variety and has pedestal ends 12 provided with downwardly extending jaws 14 into which bearing assemblies 16 are fitted. The bearing assemblies 16 in turn journal the ends of axles forming part of the wheel sets 10. The pedestal ends 12 of each side frame 6 are joined through an upper compression member 20, as well as through a pair of oblique tension members 22 interconnected by a lower tension member 24, the latter being located directly below the center portion of the upper compression member 20. The tension member 24 and compression member 20 are connected by a pair of columns 26, thus forming a bolster window 28 in the side frame 6. The sides of the window 28 are defined in part by vertical wear plates 30 (FIGS. 3) which are attached to the columns 26 by conventional railway lock bolts 32 or welds.

Cast integral with the lower tension member 24 is a spring seat 34 (FIGS. 1 and 2) having spring retainer lugs 36 projecting upwardly from it. The spring seat 34 furnishes subjacent support for the spring set 8, the individual springs of which are restrained at their lower ends by the spring retainer lugs 36.

The bolster 4 has an enlarged center portion 38 (FIG. 2) upon which the railway car body rests, and that center portion tapers towardand merges into reduced bolster ends 40 which project through the bolster windows 28 of the side frames 6. Each bolster end 40 rests upon a spring set 8 so that bolster 4 is spring suspended on the side frames 6.

Both the central portion 38 and the bolster ends 40 are cast integral to one another and for the most part are hollow. Yet they contain numerous integrally cast ribs, fillets, gussets, and the like for imparting strength to the entire bolster 4. The hollow portion of the bolster 4 is formed in the conventional manner, that is by supporting cores within a mold and pouring the metal in the voids between the cores and mold. The cores are of course held in place by core supports extending from the mold, and these supports leave various outwardly opening holes in the final casting, that is in the bolster 4. Two of these holes are in each bolster end 40 (FIG. 3).

Referring now to the bolster ends 40, each includes (FIGS. 3 and 4) a top wall 42, a bottom wall 44, and a pair of side walls 46 interconnecting the top and

bottom walls

42 and 44. The bottom wall 44 forms a spring seat which rests upon the spring set 8 and has retainer lugs 48 projecting downwardly therefrom for confining the upper ends of the springs in the spring set 8. The top and

bottom walls

42 and 44 are also interconnected by a center rib 50 which is interposed between the side walls 46 and extends parallel thereto through the bolster end 40.

Adjacent to the wear plates 30 on the side frame columns 26, the side walls 46 of the bolster ends 40 are interrupted and merge into parallel cross walls 52 (FIG. 3) which extend into and generally across the bolster end 40. At their inner ends these cross walls 52 merge into the center rib 50, thus forming outwardly opening sockets 54 in the bolster ends 40. At the sockets 54 the side edges of the top and

bottom walls

42 and 44 are set inwardly from the side walls 46, (FIG. 4) the offset of the latter being greater than the offset of the former.

Each socket 54 receives a bearing block 56 (FIGS. 3-5) having an inclined wall 58 which abuts against the edges of the top and

bottom walls

42 and 44 so that the wall 58 and block 56 are to a limited extent positioned by those edges. The outwardly presented face of the wall 58 is occupied primarily by a planar friction surface 60.

The bearing block 56 also includes a pair of mounting lugs 62 which extend inwardly from the inclined wall 58 and terminate close to but nevertheless in spaced relation from the center rib 50. The side faces of the lugs 62 as well as the side edges of the wall 58 moreover are positioned close to the guide walls 52, while the upper and lower edges of the lugs 62 are located close to .the inwardly presented surfaces of the top and

bottom walls

42 and 44. Thus, the bearing blocks 56 are closely confined in the sockets 54 and little free motion is afforded.

The bearing blocks 56 are retained in the sockets 54 by bolts 64 (FIGS. 3 and 4) which extend through the guide walls 52 and through the lugs 62 in a direction parallel to the side walls 46 and center rib 50. Access to the outer ends of the bolts 64 is gained through the open outer end of the bolster end 40 (FIG. 1). The portions of the bolts 64, which projects beyond the inboard of the two cross walls 52 are fitted with lock nuts 66 and access to the nuts 66 is gained through holes 68 (FIG. 3) in the top wall 42 of the bolster end 40. As previously noted, in casting the bolster core supports must be employed to provide it with a hollow interior and the supports leave holes in the resulting casting. The holes68 have such an origin and further provide access to the lock nuts 66 when the main bolster casting is fitted with the bearing blocks 56.

The bearing blocks 56 may be cast from the same steel from which the bolster 4 is formed or they may be cast or forged form a harder and more wear-resistant steel.

When the bearing blocks 56 are fitted into their respective sockets 54, the planar friction surfaces 60 are presented at an angle to the wear plates 30 positioned opposite to them on the side frame columns 26, thus forming triangular friction pockets 70 (FIG. 4) in the bolster ends 40.

Each friction pocket 70 is occupied by a wedge-shaped friction block 72 (FIGS. 2 and 4) having angularly related friction surfaces 74 and 76. The friction surfaces 74 and 76 are moreover planar and the included angle between them equals the angle between friction surfaces 60 on the bearing block 56 and the exposed faces of the wear plate 30 on the side frame column 26. Thus, when the friction block 72 is fitted into its triangular pocket 70 to the fullest extent the friction surface 74 will facewise abut against the wear plate 30, while the friction surface 76 will facewise abut against the friction surface Each friction block 72 is urged upwardly into its pocket 70 by a side spring 78 (FIGS. 2 and 4) which is interposed between the block 72 and the spring seat 34 of the side frame 6. To retain the spring 78 in engagement with the friction block 72, an embossment projects downwardly from the bottom of the block 72 and into the upper end of the spring 78.

In use, the side springs 78 force the friction blocks 72 upwardly into the friction pockets 70, causing the friction surfaces 74 and 76 thereon to bear respectively against the wear plates 30 and friction surfaces of the bearing blocks 56. Thus, when the bolster 4 depresses relative to the side frames 6, the friction blocks 72 tend to snub this movement and thereby prevent the springs of the spring set 8 from bottoming out. The snubbing afforded by the friction blocks 72 also tends to damp oscillations between the bolster 4 and side frames 6.

In time, the friction surfaces 74 and 76 on the friction blocks 72 and the friction surface on the bearing blocks 56 will wear until they no longer effectively snub the bolster 4. When this occurs the friction blocks 72 are replaced in the conventional manner. The bearing blocks 56 may also be replaced at this time, by loosening the lock nuts 66 and withdrawing the bolts 64. Once the bolts 64 are removed, the bearing blocks 56 are withdrawn from their sockets 54 and new bearing blocks 56 are installed in their place. This is a 4 relatively simple procedure, and avoids the expense and trouble of replacing an entire bolster merely because a small surface area on it has worn. Indeed, the cost of four bearing blocks 56 is considerably less than the cost of an entire bolster casting, resulting in a significant saving to the railroad.

It is possible to provide a modified bolster 80 (FIGS. 5 and 6) which is very similar to the bolster 4 and includes bolster ends 82, each having a top wall 84, a bottom wall 86, side walls 88, a center rib 90, and cross walls 92. The guide walls form the sides of sockets 94 into which bearing blocks 96 are fitted. The bearing blocks 96, like the bearing blocks 56, each have an inclined wall 98 as well as a pair of mounting lugs 100 which project deep into the socket 94 adjacent to the side walls 88. The lower end of the inclined wall 98, however, does not extend along the edge of the bottom wall 86, as is the case with the bolster 4, but instead is positioned above the bottom wall 86 (FIG. 6).

Near the cross walls 92 the center rib is provided with integrally cast stops 102 against which the inner ends of the lugs abut. Thus, the stops 102 position the bearing blocks 96 in the bolster ends 82. The bearing blocks 96 are retained in place by bolts 104 which extend through the guide walls 92 and mounting lugs 100.

The ends 82 of the modified bolster 80 fit into the bolster windows 28 of the side frames 6 where theirbottom walls 86 rest upon the spring sets 8. The friction blocks 72 moreover fit into the triangular pockets formed between the wear plates 30 and the outwardly presented faces of the inclined walls 98 on the bearing blocks 96.

The bolster 80 functions in the same manner as the bolster 4, except that the inwardly directed forces applied to the bearing blocks 96 by the friction blocks 72 are resisted by the center rib 90, and not by the edges of the top and bottom walls 84 and 86.

It is possible to provide another modified bolster (FIGS. 8 and 9) having bolster ends 112, each of which includes (FIG. 8) a top wall 114, a bottom wall 116, side walls 118, a center rib 120, and cross or guide walls 122. The side walls 118 are interrupted at and merge into the cross walls 122 which form laterally opening sockets 124 in the bolster ends 112. The pockets 124 in turn receive bearing blocks 126, and each bearing block 126 includes an inclined wall 128 having a planar friction surface 130 extending across most of its outwardly presented face. The upper end of the inclined wall 128 projects above the top wall 114 in the provision of a lip 132, while the lower end of the inclined wall 128 terminates slightly above the upper surface on the bottom wall 116 so that the bottom wall 116 does not interfere with movement of the bearing block 126 into the socket 124. In addition to the inclined wall 128, each bearing block 126 further includes a pair of guide lugs 134 which project into the socket 124 adjacent to the opposed side faces of the cross walls 122. These guide lugs134 are formed integral with the inclined wall 128 from which they project, (FIG. 9) and likewise so is a connecting wall 136 which projects into the socket 124 along the underside of the top wall 114. The connecting wall 136 normally bears against the underface of the top wall 114, and when it does relatively little clearance exists between the bottom edge of the inclined wall 128 and the bottom edges of guide lugs 134. Similarly, relatively little clearance exists between the guide lugs 136 and cross walls 122. Accordingly, the bearing block 126 is free to move into and out of the socket 124 to a limited extent, but vertical movement and movement toward and away from the cross walls 122 is minimal. The exposed edge of the top wall 114 is positioned inwardly from the back face of the inclined wall 128 and serves as a stop for limiting the inward movement of the bearing block 126.

Between the guide lugs 134 the inclined wall 128 has a spring seat 138 formed integral with it and that spring seat is provided with a cylindrical boss 140 which aligns with another cylindrical boss 142 on the center rib 120. The

bosses

142 and 140 project into opposite ends of a coil type compression spring 144 which extends between and bears against the spring seat 138 and the center rib 120. Thus, the spring 144 urges the bearing block 126 outwardly.

In order to retain the bearing blocks 126 in the socket 124 during installation of the bolster ends 112 in the side frames 6, the guide lugs 134 of each bearing block 126 are provided with apertures 146 which register with apertures 148 in the guide wall 118 when the bearing block 126 is inserted to its fullest extent into the socket 124, in which case the exposed edge of the top wall 114 will be disposed adjacent to the back face of the inclined wall 128 and the spring 144 will be compressed. Once the

apertures

146 and 148 align a pin is inserted through them, and this pin holds the block 126 in its retracted position in the socket 124 in opposition to the force exerted by the spring 144.

With its bearing blocks held in their retracted positions by the pins, the ends 112 of the bolster 110 are installed in the bolster windows 28 of the side frames 6 and allowed to rest upon the spring sets 8 therein. When the bolster ends 112 are correctly positioned in the side frames 6 the friction surfaces 130 on the bearing blocks 126 will be disposed opposite the wear plates 30 on the side frame columns 16 so that triangular friction pockets 150 exist between them. The wedge-shaped friction blocks 72 fit into these pockets 150, their friction surfaces 74 and 76 being positioned against the wear plates 30 and friction surfaces 130, respectively. Once the friction blocks 72 and their side springs 78 are installed, the pins holding the bearing blocks 126 in place are withdrawn, allowing the spring 144 to force the bearing blocks 126 outwardly against the friction surfaces 76 of the friction blocks 72 located in the pockets 150.

The springs 144 acting through the bearing blocks 126 maintain the friction blocks 72 compressed between wear plates 30 and inclined walls 128 of the friction blocks 126 at light car loads or even when the car is completely empty. Thus, the snubbing effect of the friction blocks 72 is not lost when the railcar is empty or lightly loaded. In other words, at light car loads when the side springs 78 for the friction blocks 72 are fully or almost fully extended, the friction blocks 72 do not fit loosely or with little snubbing effect in the friction pockets 150 as is true with conventional Barber stabilized trucks, but on the contrary the springs 144 maintain considerable force on the friction blocks 72 so that the friction surfaces 74 of those blocks bear against the wear plates 30 with significant force. This snubbing action also damps oscillations considerably.

At heavy car loads, the friction blocks 72 force the bearing blocks 126 to their fully retracted positions in the sockets 124 inasmuch as the side springs 78 are considerably heavier than the springs 144. In that position, the inwardly presented faces of the inclined walls 128 bear against the outer edge of the top wall 114, and accordingly the friction blocks 72 provide the usual snubbing effect when the car is heavily loaded.

Aside from maintaining the snubbing action at light car loads, the bearing blocks 126 and springs 144 of the bolster 110 also center the bolster ends 112 at light car loads and absorb impacts directed laterally upon the bolster 110. These impacts occur primarily during switching and coupling operations and can be quite severe. The springs 144, however, cushion these impacts sufficiently to prevent damage to the bolster ends 112.

The bearing blocks 126, are easily replaced when they wear out, and this of course avoids the necessity of replacing an entire bolster casting.

It is possible to provide still another modified bolster 160 (F 1G. which is very similar to the bolster 110. The bolster 160 includes bolster ends 162, each having a top wall 164, a bottom wall 166, side walls 168, a center rib 170, and cross or guide walls 172. The cross walls 172 form laterally opening sockets 174 in the bolster ends 162 and receive bearing blocks 175. Each bearing block 175 has an inclined wall 176, a pair of guide lugs 178, a connecting wall 180 and a spring seat 182 provided with a cylindrical boss 184. The guide lugs 178 extend inwardly from the inclined wall 176 into the sockets 174 and are connected across their upper ends by the connecting wall 180.

The inclined wall 176 projects upwardly across the outwardly presented edge of the top wall 164 and on its inner side has a vertical abutment 186 presented opposite to that edge. Likewise, at its lower end the inclined wall projects downwardly across the outer edge of the lower wall 166 and on its inner side has a vertical abutment 188 located opposite to that edge. The outwardly presented face of the inclined wall 128 consists primarily of a planar friction surface 190.

The guide lugs 178 fit closely to the cross walls 172 and thus prevent excess movement of the bearing block 175 transversely in the socket 174. The upper surface of the connecting wall 180 is positioned and nonnally slides against a wear plate 190 which is secured against the underside of the top wall 164. In this connection, the innennost edge of the wear plate 190 is welded to the top wall 164, while at its outer end the wear plate 190 turns upwardly along the outer edge of the top wall 164 and is positioned opposite to the abutment 186 on the bearing block 175. The upwardly turned portion is also welded to the top wall 164.

Directly inwardly form the spring seats 182 the center rib 170 is provided with an aperture 192 through which a coiltype compression spring 194 extends. The ends of the spring 194 fit against the spring seats 182, and are retained on the spring seats 182 by the cylindrical bosses 184 which project into the ends thereof.

The guide lugs 178 and the cross walls 172 are provided with

apertures

196 and 198 which register when the bearing blocks 175 are inserted into the bolster ends 162 to their fullest extent, and when so registered the

apertures

196 and 198 accept pins for retaining the blocks 175 in the sockets 174, notwithstanding the force exerted by the spring 194. In this connection, it should be noted that the blocks 175 are fully retracted when their

abutments

186 and 188 are respectively positioned against the upwardly turned portion to the wear plate 190 and the outer edge of the bottom wall 166.

The bolster ends 162 are fitted into the bolster windows 28 of the side frames 6 with the bearing blocks 175 held in their retracted positions by the temporary restraining pins. When the bolster ends are correctly positioned in the side frames 6 the bottom wall 166 will seat against the upper ends of the spring set 8 and the inclined walls 176 of the bearing blocks 175 will be positioned opposite the vertical wear plates 30 on the side frame columns 26 so that a triangular friction pocket 200 exists between the two. These pockets 200 receive the friction blocks 72 and in each pocket 200 the wear surface 74 of the friction block 72 is positioned opposite the wear plate 30, whereas the other friction surface 76 is positioned opposite the friction surface 190 on the inclined wall 176 of the bearing block 175. Once the friction blocks 72 and their springs 78 are installed, the temporary restraining pins are withdrawn, allowing the spring 194 to force the bearing blocks 175 outwardly and compress the friction blocks 72 between the wear plate 30 and the bearing blocks 175, even when the railcar is empty or lightly loaded. Thus, the spring 194 and bearing blocks 175 enable the friction blocks 72 to snub the bolster when the car is lightly loaded or empty and the side springs 78 are extended to the length predicted by light car weight.

When the railcar carries a greater load, the bolster 160 depresses and so do the friction blocks 72, causing the side springs 78 to bear against those blocks and urge them upwardly with greater force. Under heavy loading the side springs 78 acting through the friction blocks 72 force the blocks inwardly to the extent that their

abutments

186 and 188 bear against the upwardly turned portion of the wear plate and the outer edge of the lower wall 166, respectively. Under such circumstances the usual snubbing effect on the bolster 160 is provided.

When the bearing blocks 175 wear to the point that they are no longer serviceable, they may be replaced at relatively little expense.

It should be noted that with slight modification in structure the wear plate 190 and

abutments

186 and 188 may be incorporated into the bolster 11 This invention is intended cations of the example of the from the spirit and scope of the invention.

What is claimed is:

1. A railway truck comprising side frames having pairs of spaced columns partially defining bolster windows therein and spring seats at the bottom of the columns; spring means supmto the bolster windows and resting on the spring means so that the bolster is walls, whereby the top, bottom and cross walls form outwardly opening sockets in the bolster ends, the sockets being aligned with and opening outwardly toward the friction blocks; and replaceable bearing blocks fitted into the according to claim 4 wherein the bolster end further comprises a center rib connecting the top and bottom walls, and wherein the ends of the lugs abut against the center rib when the bearing block is inserted to its fullest extent into the socket.

7. A structure according to claim 4 wherein each bearing block has a connecting wall extending between the lugs and located along the underside of the top wall.

8. A structure according to claim 1 and further characterized by springs for urging the bearing blocks outwardly toward the friction blocks.

9. A structure according to claim 8 wherein a separate spring is butressed against a fixed portion of the bolster end for urging each bearing block outwardly.

10 A structure according to claim 8 wherein a single spring extends between the bearing blocks at each bolster end.

11. A structure according to claim 8 wherein the sockets are defined in part by downwardly presented surfaces, and wherein the blocks have upwardly presented surfaces which bear against and slide along the downwardly presented surfaces.

12. A structure according to claim 11 wherein the downwardly presented surfaces are on hardened wear plates fixed to the top wall in the bolster end. I

3. railway truck comprising side frames having pairs of spaced columns partially defining bolster windows therein and naled in the side frames; wheels on the axles; wedge-shaped with the end, thus eliminating wear on the bolster.

14. A railway truck according to claim 13 wherein the securing means are elongated and extend through the bolster ends and the bearing blocks to secure the bearing blocks in the sockets.

15. A railway truck according to claim 14 wherein the securing means are bolts provided with nuts at their inner ends; and wherein the bolster is substantially hollow and has a 16. A railway truck according to claim sockets are defined by top and bottom walls cess to the nuts.

A railway truck according to claim 13 wherein the the ends of the sockets at the bolster end.

18. A railway truck according to claim

Claims

1. A railway truck comprising side frames having pairs of spaced columns partially defining bolster windows therein and spring seats at the bottom of the columns; spring means supported on the spring seats; axles extending between and journaled in the side frames; wheels on the axles, wedge-shaped friction blocks positioned adjacent to the columns with the large ends of the wedge-shapes presented downwardly, each friction block having a pair of angularly related wear surfaces, one of which is generally vertical and engaged with the adjacent column and the other of which is inclined; additional springs urging the friction blocks upwardly; a bolster extending between the side frames and having bolster ends projecting into the bolster windows and resting on the spring means so that the bolster is spring-supported on the side frames, the bolster ends comprising spaced top and bottom walls and a pair of spaced cross walls connecting the top and bottom walls, the bolster ends being open at the ends of the cross walls, whereby the top, bottom and cross walls form outwardly opening sockets in the bolster ends, the sockets being aligned with and opening outwardly toward the friction blocks; and replaceable bearing blocks fitted into the sockets, each bearing block comprising an inclined wall positioned generally outside of the socket and having a wear surface engaged with the inclined wear surface on the adjacent friction block and a pair of spaced mounting lugs projecting into the socket and positioned adjacent to the cross walls, the upper ends of the lugs being positioned adjacent to the underside of the top wall and the lower ends of the lugs being positioned adjacent to the upper surface of the bottom wall.

2. A structure according to claim 1 and further characterized by means for securing the bearing blocks in the sockets.

3. A structure to claim 2 wherein securing means comprise an elongated member extending through the cross walls and the mounting lugs of the bearing blocks.

4. A structure according to claim 1 wherein the cross walls extend outwardly beyond the inclined walls so that a pocket for reception of the friction block is formed in the bolster end.

5. A structure according to claim 4 wherein the inclined walls of the bearing blocks extend across the end edges of the upper and lower walls, so that movement of each bearing block into its socket is limited.

6. A structure according to claim 4 wherein the bolster end further comprises a center rib connecting the top and bottom walls, and wherein the ends of the lugs abut against the center rib when the bearing block is inserted to its fullest extent into the socket.

9. A structure according to claim 8 wherein a separate spring is butressed against a fixed portion of the bolster end for urging each bearing block outwardly. 10 A structure according to claim 8 wherein a single spring extends between the bearing blocks at each bolster end.

12. A structure according to claim 11 wherein the downwardly presented surfaces are on hardened wear plates fixed to the top wall in the bolster end.

13. A railway truck comprising side frames having pairs of spaced columns partially defining bolster windows therein and spring seats at the bottoms of the columns; spring means supported on the spring seats; axles extending between and journaled in the side frames; wheels on the axles; wedge-shaped friction blocks positioned adjacent to the columns with the large ends of the wedge-shapes presented downwardly, each friction block having a pair of angularly related wear surfaces, one of which is generally vertical and engaged with the adjacent column and the other of which is inclined; additional springs urging the friction blocks upwardly; a bolster extending between the side frames and having bolster ends projecting into the bolster windows and resting on the spring means so that the bolster is spring supported on the side frames, the bolster ends having sockets aligned with and opening toward the friction blocks and further having abutment means associated with the sockets; replaceable bearing blocks fitted into the sockets and engaged with the abutment means which provides a rigid abutment limiting the extent to which the bearing blocks enter the bolster end, the bearing blocks being confined in all directions perpendicular to the direction of insertion by the walls defining the sockets in the bolster ends, the bearing blocks further having inclined friction surfaces which are presented outwaRdly from the sockets when the bearing blocks engage the abutment means and are in facewise abutment with the inclined surfaces of the friction blocks; and securing means carried by the bolster ends for preventing withdrawal of the bearing blocks from the sockets; whereby the bearing blocks are fixed in position relative to the bolster ends and do not shift against a surface of the bolster end, thus eliminating wear on the bolster.

15. A railway truck according to claim 14 wherein the securing means are bolts provided with nuts at their inner ends; and wherein the bolster is substantially hollow and has a top wall provided with apertures leading into the hollow interior, the apertures being positioned to provide access to the inner ends of the bolts.

16. A railway truck according to claim 14 wherein the sockets are defined by top and bottom walls and inboard and outboard cross walls connecting the top and bottom walls; wherein the securing means are bolts provided with nuts at their inner ends, the nuts being tightened down against the inboard cross walls; and wherein the top walls of the bolster ends have holes located slightly inwardly from the inboard cross walls, the holes being sized and positioned to afford access to the nuts.

17. A railway truck according to claim 13 wherein the sockets are defined by the top and bottom walls and inboard and outboard cross walls interconnecting the top and bottom walls; and wherein the abutment means comprises a center rib interconnecting the top and bottom walls and extending between the cross walls at each bolster end, the rib defining the ends of the sockets at the bolster end.

18. A railway truck according to claim 13 wherein the sockets are defined by top and bottom walls and inboard and outboard cross walls interconnecting the top and bottom walls; wherein the ends of the bottom walls at the sockets are staggered with respect to the ends of the top walls and set inwardly therefrom; wherein the ends of the top and bottom walls at the sockets form the abutment means; and wherein the bearing blocks have inclined walls on which the friction surfaces exist, the inclined walls being engaged with the ends of the top and bottom walls of the bolster ends.