Rail Road Car Truck Bolster

This application claims priority as a divisional of U.S. patent application Ser. No. 16/193,482 filed Nov. 16, 2018, itself claiming priority from of US Prov. Pat. Appn 62/587,736 filed Nov. 17, 2017, the specification and drawings of both of them being incorporated herein by reference.

This invention relates to the field of rail road car truck bolsters.

Railroad truck bolsters carry the loads of the railroad car body to the truck sideframes. They generally have the form of hollow beams with a deep center and shallow ends. The shallow ends are carried on the main spring groups that seat in the truck sideframes. The bolster has a center plate bowl that receives the center plate of the main bolster of the railcar body in a pivoting connection, allowing the truck to turn in yaw relative to the car body. The bolster generally has a top flange, a bottom flange, and webs that carry shear force between the top and bottom flanges. The center of the truck bolster has openings formed therethrough to accommodate brake rods.

In an aspect of the invention, there is a railroad car truck bolster. It has first and second brake rod opening envelopes extending therethrough. The bolster has at least a first vault or archway defined therewithin. The first vault arches over, and conforms to, the brake rod envelopes.

In a feature of that aspect of the invention, the first vault has an arcuate cross-section. The arcuate cross-section extends transversely across the bolster. In another feature, the bolster has a respective first and second transversely extending structural sections extending peripherally about the brake rod envelopes. The vaults are defined by upper portions of the continuous structural sections. In another feature, the bolster has a center plate bowl and the bolster has respective transversely running ribs extending downwardly of the center plate bowl to meet the vaults. In another feature, the bolster is a casting. In another the bolster is a steel casting.

In another aspect of the invention there is a railroad car truck bolster. It has first and second brake rod openings formed therein. The brake rod openings conform to respective first and second brake rod envelopes. The bolster has first and second cross-wise extending center plate reinforcement ribs formed therewithin. The center plate reinforcement ribs are located above, and clear of, the first and second brake rod envelopes respectively.

In a feature of that aspect of the invention the bolster has first and second internal, lengthwise-extending upright webs. The first rib extends between the first and second internal upright webs. In a further feature, the first rib has a central portion and first and second end portions. The central portion is located between the first and second upright webs. The end portions being located transversely outboard of the first and second upright webs respectively. In another feature, the bolster has first and second outside webs. The first and second end portions of the first rib merge into the first and second outside webs respectively. In still another feature, the central portion of the first rib has greater cross-sectional area than the end portions of the first rib. In a still further feature the first rib tapers in thickness from a widest dimension in the center portion to a narrower dimension in the end portions. In yet another feature, the bolster has a center plate bowl having an upstanding center plate bowl peripheral wall. The first rib is at least partially curved, and runs at least partially beneath the peripheral wall of the center plate bowl. In yet another further feature, the first rib has a lowermost margin that conforms to and that is flush with the first brake rod opening. In another feature, the first brake rod opening has an uppermost portion having a location of horizontal tangency. The first rib fills entirely such space as there is between the first and second webs lengthwise inboard from the location of tangency to a center plate center pin aperture of the bolster. In still another feature, the bolster has at least a first tunnel roof portion extending along and above at least a portion of the first brake rod envelope. In still another feature, the first rib merges into the tunnel roof portion. In yet another feature the tunnel roof portion is flush with at least one of the brake rod openings.

In another feature, the bolster includes at least a semi-tunnel roof extending through the bolster above each brake rod envelope. In yet another feature, the bolster includes a brake rod opening tube extending through the bolster. In a further feature, the tube has side openings. In another feature, each of the first and second ribs merges into a respective one of the tubes. In still another feature, the bolster has a bottom flange and the bottom flange has upstanding first and second ribs running transversely there across beneath the first and second brake rod opening envelopes. In an additional feature the first and second ribs merge flush with webs of the bolster through which the brake rod openings are formed. In another feature, the railroad car truck bolster has a tension member. The tension member has a central section and adjacent sloped sections to cither side lengthwise thereof. The central section and the sloped sections have respective through-thicknesses. The through-thickness of the central portion is greater than the through-thickness of the sloped sections. The brake rod openings have respective peripheries having rounded lowermost portions. The central section of the tension member has an upper surface flush with the lowermost portions of the peripheries. In any of the foregoing aspects and features, the bolster may be a casting, such as a steel casting.

In still another aspect of the invention there is a railroad car truck bolster. It includes a hollow beam having a lengthwise extending tension member, a lengthwise extending compression member, and lengthwise running upstanding webbing extending between the compression member and the tension member. The compression member includes a center plate bowl. The bolster has first and second brake rod opening envelopes defined transversely therethrough. The webbing includes a first internal web and a first internal rib extending side-ways relative to the web. The first internal web has first and second brake rod openings providing clearance for the first and second brake rod clearance envelopes. The first brake rod opening has a periphery. The first rib stands upward of the tension member and has an uppermost margin flush with the periphery of the first brake rod opening.

In a feature of that aspect of the invention the first internal web has a second brake rod opening having a periphery, and a second rib standing upwardly of the tension member. The second rib has an uppermost margin flush with the periphery of the second brake rod opening. In another feature, the webbing includes a second internal web spaced from the first internal web. The first rib runs across the tension member between the first web and the second web. In another feature, the webbing of the bolster includes first and second external webs. The first rib extends across the tension member from the first external web to the second external web. In another feature, the first rib is a lower first rib. The truck has an upper first rib. The upper first rib extends underneath the center plate bowl sideways relative to the first web. The first upper rib terminates clear of the first brake rod opening envelope. In another feature, the first upper rib terminates flush with, and conforms to, the first brake rod opening. In still another feature, the first and second ribs are lower first and second ribs. The truck has upper first and second ribs. The upper first rib extends underneath the center plate bowl between first web and the second web. The first and second upper ribs terminate clear of the first and second brake rod opening envelopes respectively. In a further feature, the first and second upper ribs terminate flush with, and conform to, the first brake and second brake rod openings respectively.

In another aspect there is a railroad car truck bolster. It has a hollow beam having a lengthwise extending tension and compression members, and lengthwise running upstanding webbing extending between the compression and tension members. The compression member has a center plate bowl. The bolster has first and second brake rod opening envelopes defined transversely therethrough. The webbing includes a first internal web and a first internal rib extending side-ways relative to the web. The web has first and second brake rod openings providing clearance for the brake rod clearance envelopes. The first and second brake rod openings each have a periphery. Each periphery merges flush into the tension member.

In a feature of that aspect of the invention, the bolster has a second internal web spaced from the first internal web. The second internal web has corresponding first and second brake rod openings, each of them having a periphery that merges flush into the tension member. The bolster also has first and second center plate bowl reinforcement ribs running between the first and second webs below the center plate bowl and upwardly of the first and second brake rod openings of the first and second internal webs.

In another aspect of the invention there is a railroad car truck bolster having first and second brake rod tunnels formed cross-wise therethrough. Each brake rod tunnel has at least one of: (a) a tunnel roof portion extending along an uppermost portion of the tunnel, the tunnel roof portion extending underneath at least a portion of a center plate bowl of the bolster, the tunnel roof intersecting with at least a lengthwise running first internal web of the bolster; and (b) a tunnel floor portion extending along a lowermost portion of the tunnel, the tunnel floor portion intersecting with at least a lengthwise running first internal web of the bolster.

In a feature of that aspect of the invention, the first brake rod tunnel has both (a) and (b). In another feature, the first brake rod tunnel includes first and second vertical side wall portions connecting upper and lower portions of the first brake rod tunnel. In a further feature, at least one of the first and second vertical side wall portions has at least one lightening hole formed therein. In still another feature, at least one of: wherein the truck bolster includes (a), and the tunnel roof is semi-circular in cross-section; wherein the truck bolster includes (b), and the tunnel floor is semi-circular in cross-section. In a further feature, the brake rod tunnel has a lower portion having an open periphery between any pair of lengthwise running webs of the bolster. In still another feature, the bolster includes (a), and the bolster has a lengthwise running second internal web spaced apart from the first lengthwise running internal web, and the roof portion runs between and intersects the first and second internal webs. In yet another feature, the roof portion terminates at the first and second internal webs. In an alternate feature, the bolster has lengthwise running first and second external webs, and the roof portion intersects, and terminates at, the first and second external webs.

In still another feature, the bolster has a lengthwise-running second internal web and lengthwise running first and second external webs include first and second roof portions (a). The first roof portion (a) runs between, intersects and terminates at the first external web and the first internal web. The second roof portion (a) runs between, intersects, and terminates at the second external web and the second internal web. In another feature, the bolster includes at least a first upper cross-wise running rib. The cross-wise running rib is a center plate bowl reinforcement rib. It extends downwardly of the center plate bowl above the first brake rod tunnel. In still another feature, the bolster includes at least a first lower cross-wise running rib. The lower cross-wise running rib is a bottom flange reinforcement rib. The bottom flange reinforcement rib stands upwardly of a bottom flange of the bolster beneath the first brake rod tunnel. In still yet another feature, the truck bolster has both the first upper cross-wise reinforcement rib and the first lower cross-wise reinforcement rib. In still another feature, the bolster is a steel casting.

In another aspect of the invention there is a railroad car truck bolster having first and second brake rod passages defined therethrough. An upper portion of each passage is bounded by an at least partially tubular section that extends cross-wise relative to the truck bolster.

In a feature of that aspect of the invention, the tubular section defines a closed oval periphery. In another feature, the bolster includes a transversely extending center plate bolster reinforcement that extends downward to merge with the tubular section. In still another feature, the bolster includes a transversely extending bottom flange reinforcement rib that extends upwardly to merge with a lowermost portion of said tubular section. In still yet another feature, the tubular section has upstanding side walls. The upstanding side walls include lightening holes.

In another aspect of the invention there is a railroad car truck bolster. It has upper and lower flanges; a center plate bowl; first and second external side webs; and longitudinally extending first and second internal webs. The upper flange, lower flange, and first and second external side webs co-operating to define a hollow beam. The center plate bowl is formed in the upper flange. The first and second internal webs run lengthwise within the beam and are spaced apart from each other. The first and second external side webs are spaced from the first and second inside webs respectively. The first and second inside webs extend downwardly of the center plate bowl. The bolster has first and second brake rod clearance openings formed therethrough. The openings have a clearance envelope. Each of the first and second outside webs and each of the first and second internal webs conform to the brake rod opening clearance envelopes. A transversely extending rib is formed between the first and second internal webs under the center plate bowl and above the brake rod opening clearance envelope.

These and other aspects and features of the invention may be understood with reference to the description which follows, and with the aid of the illustrations of a number of examples.

The description that follows, and the embodiments described therein, are provided by way of illustration of an example, or examples, of particular embodiments of the principles and aspects of the present invention. These examples are provided for the purposes of explanation, and not of limitation, of those principles and of the invention. In the description, like parts are marked throughout the specification and the drawings with the same respective reference numerals. The drawings are to scale unless noted otherwise. Some views are enlarged more clearly to depict certain features.

In terms of general orientation and directional nomenclature, for the rail road car truck described herein, the longitudinal direction is defined as being coincident with the rolling direction of the rail road car, or rail road car unit, when located on tangent (that is, straight) track. In the case of a rail road car having a center sill, the longitudinal direction is parallel to the center sill, and parallel to the side sills, if any. Unless otherwise noted, vertical, or upward and downward, are terms that use top of rail, TOR, as a datum. In the context of the truck as a whole, the term lateral, or laterally outboard, refers to a distance or orientation relative to the longitudinal centerline of the railroad car, or car unit, or of the centerline of the center plate bowl of the truck. The term “longitudinally inboard”, or “longitudinally outboard” is a distance taken relative to a mid-span lateral section of the truck. Pitching motion is angular motion of a railcar unit about a horizontal axis perpendicular to the longitudinal direction. Yawing is angular motion about a vertical axis. Roll is angular motion about the longitudinal axis.

In the context of the truck bolster, such as truck bolsterdescribed below, when the car is stationary on straight, level track, the long, or lengthwise, or longitudinal axisof the truck bolster tends to be oriented cross-wise to the longitudinal axis of the truck or of the railroad car and railroad tracks more generally. In this description, the longitudinal axisof the bolster may be considered the x-axis of the bolster. The transverse direction of the bolster may be considered the direction of the fore-and-aft thickness of the bolster, relative to the rolling direction of the truck, and may be designated the y-axis of the bolster. The up and down direction, which may be parallel to the axis of the center plate pin, when installed, may be considered the vertical or z-direction. Given that the rail road car truck and truck bolster described herein may tend to have both longitudinal and transverse axes of symmetry, a description of one half of an assembly may also be understood as being intended to describe the other half as well, allowing for differences between right and left hand parts. The commonly used engineering terms “proud”, “flush” and “shy” may be used herein to denote items that, respectively, protrude beyond an adjacent element, are level with an adjacent element, or do not extend as far as an adjacent element, the terms corresponding conceptually to the conditions of “greater than”, “equal to” and “less than”.

Reference may be made herein to various plate sizes or standards of the Association of American Railroads, the AAR. Unless otherwise specified, those standards are to be interpreted as they were at the date of filing of this application, or if priority is claimed, then as of the earliest date of priority of any application in which the standard is identified.

This description relates to rail car trucks and truck components. Several AAR standard truck sizes are listed at page 711 in the 1997&. As indicated, for a single unit rail car having two trucks, a “40 Ton” truck rating corresponds to a maximum gross car weight on rail (GRL) of 142,000 lbs. Similarly, “50 Ton” corresponds to 177,000 lbs., “70 Ton” corresponds to 220,000 lbs., “100 Ton” corresponds to 263,000 lbs., and “125 Ton” corresponds to 315,000 lbs. In each case the load limit per truck is then half the maximum gross car weight on rail. Two other types of truck are the “110 Ton” truck for railcars having a 286,000 lbs. GRL and the “70 Ton Special” low profile truck sometimes used for auto-rack cars.

Truck bolsterhas seats for friction dampers. There are several types of damper arrangements, some being shown at pp. 715-716 of the 1997. Each of the arrangements of dampers shown at pp. 715 to 716 of the 1997can be modified to employ a four cornered, double damper arrangement of inner and outer dampers as shown in truck. In terms of general nomenclature, damper wedges tend to be mounted within an angled “bolster pocket” formed in an end of truck bolster. In cross-section, each wedge may then have a generally triangular shape, one side of the triangle being, or having, a bearing face; a second side which might be termed the bottom, or base, forming a spring seat; and the third side being a sloped side or hypotenuse between the other two sides. The first side may tend to have a substantially planar bearing face for vertical sliding engagement against an opposed bearing face of one of the sideframe columns. The second face may not be a face, as such, but rather may have the form of a socket for receiving the upper end of one of the springs of a spring group. Although the third face, or hypotenuse, may appear to be generally planar, in some embodiments it may tend to have a slight crown, having a radius of curvature of perhaps″. The crown may extend along the slope and may also extend across the slope. The end faces of the wedges may be generally flat, and may have a coating, surface treatment, shim, or low friction pad to give a sliding engagement with the sides of the bolster pocket, or with the adjacent side of another independently slidable damper wedge, as may be.

Truckis shown with double-damper arrangements, also called four cornered damper arrangements, at the bolster ends. Trucks with single damper arrangements, typically with dampers arranged over the fore-and-after outside springs of the central spring row are known, and features and aspects of the invention herein may be applied to single damper arrangements without need for redundant duplication of description. In the terminology herein, and as used in a double-damper, or four cornered damper arrangement, but as also may be used in a split-wedge single damper arrangement, the wedges and corresponding damper wedge packets formed in truck bolstermay have a primary angle α, being the included angle between (a) the sloped damper pocket face mounted to the truck bolster, and (b) the side frame column face, as seen looking from the end of the bolster toward the truck center. In some embodiments, a secondary angle β may be defined in the plane of angle α, namely a plane perpendicular to the vertical longitudinal plane of the (undeflected) side frame, tilted from the vertical at the primary angle. That is, this plane is parallel to the (undeflected) long axis of the truck bolster, and taken as if sighting along the back side (hypotenuse) of the damper. The secondary angle β is defined as the lateral rake angle seen when looking at the damper parallel to the plane of angle α. As the suspension works in response to track perturbations, the wedge forces acting on the secondary angle β may tend to urge the damper either inboard or outboard according to the angle chosen.

shows an example of a rail road car truckthat is intended to be generically representative of a wide range of trucks in which the present invention may be employed. Truckand truck bolsterthereof may be provided in different sizes, such as may be suitable for 70 ton, 100 ton, 110 ton, 125 ton as 70 ton special trucks. While truckmay be suitable for general purpose use, it may be optimized for carrying relatively low density, high value lading, such as automobiles or consumer products, for example, or for carrying denser semi-finished industrial goods, such as might be carried in rail road freight cars for transporting rolls of paper, or for carrying dense commodity materials such as coal, metallic ores, grain, potash, steel coils or other lading. Truckis generally symmetrical about both its longitudinal and transverse, or lateral, centreline axes. Where reference is made to a sideframe, it will be understood that the truck has first and second sideframes, first and second spring groups, and so on.

Truckhas a truck bolstermounted on main spring groupsin first and second side frames, which are themselves carried on wheelsetsfor rolling motion along railroad tracks. Side framesmay be metal castings, and may typically be steel castings. Each side framehas a generally rectangular side frame windowthat accommodates one of the endsof the truck bolster. The upper boundary of windowis defined by the side frame arch, or compression member identified as top chord member, and the bottom of windowis defined by a tension member or bottom flange identified as bottom chord. The fore and aft vertical sides of windoware defined by a pair of first and second side frame columns. At each of the swept-up ends of side framethere are side frame pedestal fittings, or pedestal seats. Bearings and bearing adapters mounted on the ends of the axle of wheelsetare installed in the various pedestal seats. Truck bolsterhas a center plate bowlin which, in operation, the mating center plate of a railroad freight car seats. Truck bolsterhas side bearingsthat meet with the underside of the main bolster of the freight car. Truckhas brake beamsmounted to either face of bolster. To accommodate the brake cylinders and their brake rods, truck bolsterhas brake rod opening,.

Brake rod apertures or openings,are the end openings of brake rod passagewaysthat pass fully through truck bolster. Those passageways are at all locations at least as large as brake rod opening envelope. That is, there is a brake rod opening envelopethat accommodates brake equipment used on freight car trucks that is available from commercial suppliers and that complies with the relevant AAR brake standards. Brake rod openingsand, and brake rod passagewaysmore generally, can be the same size as, or larger than, brake rod opening envelope, but whether larger or not, they conform to brake rod opening envelope. That is to say, brake rod passagewaysare formed through the various webs of bolster, such as may be discussed herein, so as not to intrude into or otherwise obstruct brake rod envelope.

As noted above, bolstermay include brake rod openingsand. Openingsandmay be of non-standard size and shape. That is to say, the Association of American Railroads (AAR) standard S-392 provides standard dimensioning for brake rod apertures to accommodate a standard brake rod layout, and to accommodate a WABCOPAC™ or NYCOPAC™ brake arrangement. Standard S-392 is incorporated herein by reference. In general, the apertures provided for WABCOPAC™ or NYCOPAC™ brake arrangements have corner radii that are indicated as having a maximum radius of 2 inches. Standard brake rod openings are indicated as having corner radii of 2 inches. WABCOPAC™ brake rod openings are shown as having an area of the order of somewhat less than about 25 sq. in., maximum, and standard brake rod openings are shown as having an area of somewhat less than about 34 sq. in. For example, one “conventional brake rod opening” identified in AAR standard S-392 shows a WABCOPAC™ brake rod opening that is generally rectangular, having a width of about 3⅛″, a height of about 8⅝″ and rounded corners having a radius that is, at most, 2″. By contrast, openingsandmay be rather larger. The brake rod openings in the various embodiments described herein may tend to employ radii of curvature in one, another, or all corners that are larger than 2″. Brake rod opening envelopemay be understood to include the union set of the standard brake rod profile, and the WABCOPAC™ and NYCOPAC™ profiles. For example, openingsandmay tend to be more rounded than the standard and WABCOPAC™ or NYCOPAC™ brake rod apertures identified in AAR standard S-392. For example, brake rod openingsandare larger than brake rod openingsanddiscussed below. In the embodiments shown, brake rod openings,of the liners are each about 10½″ high, and 7″ wide, with a corner radius of about 3½″ and an area of about 63.9 in.

The profile of the aperture, i.e., of brake rod opening, (or, indeed, of internal web openings,respectively, as discussed below) may have an overall height h, and an overall width w. Height hmay exceed ⅗ of the depth of bolstermeasured over the top and bottom portions or top and bottom flangesand(but excluding the height of the center plate bowl rim). In one embodiment, height hmay be in excess of ⅔ of this height. Expressed differently, hmay be greater than 10 inches, and may, in one embodiment, be about 10½ inches. Width wmay be of a magnitude greater than ⅖ of the magnitude of the overall height over the top and bottom flangesand, and, in one embodiment, may be about half that height. In one embodiment wmay be in excess of 6½ inches. In another embodiment wmay be in excess of 7 inches. The aspect ratio of brake rod openingmay be such that the ratio of width wto height his in the range of about 3:5 to about 4:5. The profile of the periphery of brake rod openingormay have a perimeter arc length, P, and an enclosed area A. A characteristic dimension D, may be defined as D=4A/P. In one embodiment, Dmay be greater than 6½ inches, in another embodiment it may be greater than 7 inches, and in another embodiment may be greater than 8 inches. In one embodiment Dmay be about 9 inches. An equivalent circular diameter may be defined as D=square root of [4A/π]. A measure of roundness of an aperture can be defined by the ratio of Dto D. For a circular opening, this ratio of D/Dis 100%. In one example, brake rod openingmay have a ratio of D/Dthat is greater than 95%. A further measure of comparative roundness may be obtained by defining a characteristic diameter D=(P/π) where π is approximately 3.14159. In some embodiments, the ratio of D/Dmay be greater than 90%. In absolute terms, Ain some embodiments may be greater than 45 sq. in. Alternatively, by comparison to the corresponding conventional brake rod opening defined in AAR S-392, A, may be half again as large, or more, than the corresponding WABCOPAC™ opening on one hand, or the corresponding conventional brake rod opening on the other, defined in S-392.

While bolstermay be used in trucks of various sizes and capacities, it may be that it may be employed in a truck of an AAR rated capacity of at least 70 Tons. Alternatively, it may be employed in trucks of at least 100 Tons rating. In the further alternative, it may be used in trucks having an AAR rating of either 110 Tons or 125 Tons. Expressed somewhat differently, bolstermay be rated to carry a central vertical load of at least 115,000 lbs. In another embodiment, bolstermay be rated to carry a vertical load of at least 130,000 lbs. In still another embodiment, bolstermay be rated to carry a load of at least 145,000 lbs.

In operation, bolstercan pivot about the vertical or z-axis relative to the railroad car, or car unit, body, generally, while vertical load of the railroad car is carried into the bolster through the center plate bowland the side bearings. Bolstercan move up and down in the side frame windowson the main spring groupsin response to vertical perturbations. The vertical motion may tend to carry along left-hand and right-hand (or outboard and inboard) groups of friction dampers,seated in the damper pockets or bolster pockets,of bolster, causing friction dampers,to ride against the respective wear surfaces or wear plates of side frame columns, thereby to damp out the motion. Friction dampers,(and corresponding damper pockets,) may be arranged in first and second damper groups, mounted respectively at the first and second ends of bolster. In the embodiment shown in, each damper group may include four dampers. Each of those dampers may be sprung independently of any other, and the set or group of dampers or damper wedges may be arranged in a four cornered arrangement, namely with two dampers facing each sideframe column, one member of each pair being outboard of the other. Bolstermay be displaced laterally relative to side framesin response to lateral perturbations, subject to the range of travel permitted by the inboard and outboard bolster gibs,. The spring groupsand the sideways swinging, or rocking motion of the side frames may tend resiliently to resist this lateral motion and may tend to restore bolsterto an equilibrium position square to (i.e., perpendicular to) the sideframes after deflection to an out-of-square condition, with the amplitude of the lateral rocking or swinging motion decreasing as the dampers work against the side frame column wear plates. When side-to-side leaning or rocking of the car body occurs, loads may be carried into the truck bolster at the side bearingsmounted to the upper surface of the top flange of bolsterfrom the engaging side bearing surfaces of the main body bolster of the car body.

Bolsteris typically, if not universally, a steel casting. Bolsteris a beam of hollow section that has, predominantly, a central point load applied at center plate bowl(with some additional loads applied at side bearingsunder some loading conditions) that is opposed by reactions at ends. Bolstermay be thought of as having three regions: (1) a central regionthat is the deepest portion of bolster, and that lies generally underneath center plate bowl; (2) relatively shallow end portions or end regions,that locate in the sideframe windowsand seat on main spring groups; and (3) intermediate or transition regions, or arms,, that extends between the first and second regions. The intermediate, or transition, portions taper in depth from the deep central portionto the shallow end portions,. Truck bolsterhas a tension member. Tension memberhas a central sectionand adjacent sloped sections,to either side lengthwise thereof. The bottom chord, or tension membercan also be referred to as, or may include, the bottom flangeof bolster.

Bolstermay have a plane of symmetry that runs lengthwise (i.e., along axis) and vertically. Aside from such features as brake fittings, bolstermay also have a mid-span transverse vertical plane of symmetry that is perpendicular to long axis. The mid-span centerline lies in this vertical plane to which lengthwise axisis normal. Bolstermay include an upper flange or top flange or upper portion,, a lower or bottom flange or a lower portion, a first side wall or side wall portionand a second side wall or side wall portion. These portions may be joined in a generally hollow box-like configuration, when viewed in section, to form a beam in which upper portionmay tend to function as a first flange, or upper flange or top flange; lower portionmay tend to function as a second flange or lower flange or bottom flange; and first and second side wall portionsandmay tend to be, or may tend to function as, shear transfer members, or shear transfer webs, linking the upper and lower flanges or portionsand. First and second side wall portionsandmay also be referred to as the outside or external webs of bolster, providing a shear connection between the upper and lower flanges of bolsterdefined by upper and lower portions or flangesandrespectively. That is to say, portions,,, andco-operate to define a beam having webs and flanges. The beam may have a hollow, or largely hollow, interior, indicated generally as, which may include one or more cavities or sub-cavities formed between the various webs and flanges. This beam may tend to have a greater through thickness depth between the upper and lower flanges in its mid-span regionthan at its shallower end regions,. These portions may be integrally formed portions of a single monolithic casting,, which may be fabricated of a material such as a steel, that steel being of such steel alloy as may be appropriate for use in rail road freight car truck bolsters.

Upper portionmay include, or may be, a wall member identified as an upper flange. At the mid span location, the upper flange may have an upstanding generally circular lip or rim, having a diameter Φ, that defines the outer peripheral wall of center plate bowl, such as may accommodate a mating center plate of a railroad car body. The circular base wallof center plate bowlis bounded by rim. Base wallis a portion of upper portion or flange. At the center of center plate bowl, there may be a concentrically located accommodationfor a center plate pin. Base wall, rim, and center plate bowlmore generally, have a greater diameter than, and are therefore wider than, the general width of upper portiongenerally. Consequently the upper margins of side walls portionsanddeviate locally laterally outwardly to merge on smooth curvatures therewith.

At some distance radially away from accommodation, longitudinally or lengthwise outboard beyond the rimof bowl, there may be a side bearing mount, or side bearing mounting interface, or seat,, which usually has the form of a rectangular machined surface of a size corresponding to a side bearing base, with two holes to accommodate side bearing attachment fasteners. Seatmay be a raised portion of upper portion or upper flange. That is, it may stand proud of the surrounding region, and, where bolsteris a casting, after casting, seatmay be milled to give a machined flat. In one embodiment, the side bearing seat may be a generally rectangular flat patch, centered roughly 25 inches outboard of the mid span truck centerline. Upper flangemay have a downwardly sloped transition lying outboard of seat, and a more distant lower distal region such as may pass through the sideframe window.

Lower flange or lower portionmay include, or may be, a lower flange member, and may be taken as including, or as being the same as, tension member. That is, in operation, most often the upper flange may tend to be a compression member, and the lower flange may tend to be a tension member. Central sectionof tension memberhas a through-thickness that is greater than the respective through thicknesses of sloped sections,. Brake rod openings,have respective peripheries having rounded lowermost portions; and central sectionof said tension membermay be of a thickness that, apart from any upstanding ribs or webs, it has an upper surface that is shy of the lowermost portions of those peripheries of openings,. That is, the upper surface may be located below the level of the openings by some distance. That distance may be roughly an inch in some embodiments. The through thickness of lower flange member may tend to be greatest in mid-span of central portion, and may be tapered in a general reduction in thickness in inclined regions,, to a once again thicker portion in distal regions. The underside of distal regionmay include fittings in the nature of spring coil end retainersdefining the upper spring seat for receiving the upper ends of the spring coils of a main spring group, and for receiving the upper ends of the friction dampers.

Each of first and second side wall portions,may include a deep central region, which may extend between, and form a shear web connection between, (a) the mid span region of upper flangeunder center plate bowland (b) mid-span portionof lower flange member. Side wall portions,may further include a transition or intermediate portion, and an end portion. Transition portionmay narrow in depth (i.e., become more shallow vertically) from the inboard portion to the outboard portion, and may form the shear web connection between the upper and lower flanges in the transition of inclined region.

Continuing with externally visible features such as seen in, side wall portions,may include inboard bolster gibsand outboard bolster gibs. Either or both of those gibs may be tapered as described in U.S. Pat. No. 7,631,603 issued Dec. 15, 2009. Each end of bolstermay further include inboard and outboard bolster pockets, or damper pockets,,noted above. Inboard bolster pocketmay have a substantially planar inclined facethat may be inclined with respect to the vertical by a primary angle α. Inclined facemay also include a lateral bias, represented by secondary angle β. The apparent lateral rake angle, θ, of the bolster pocket due to secondary angle β may be seen in the side-facing view of, but a true view of secondary angle β may be seen by sighting along the inclined plane of angle α. Inboard bolster pocketmay include an inboard lateral wallto which the long axis of bolsteris normal (i.e., perpendicular). Inboard lateral wallco-operates with the sloped wall defined by inclined faceto form a two-sided notch, or acute angle with a face width corresponding to the width of a damper wedge, with tolerance, such that a damper wedge installed in bolster pocketmay tend to be constrained, or urged, to work along inclined faceand along the walled guideway or trackway defined by inboard lateral wall, with a tendency to bear against inboard lateral wallby virtue of the secondary rake angle, B. Inboard pocketalso has an outboard side wall or facethat forms a slightly obtuse angle with inclined facewhen seen in true view sighting along the line of intersection or the two surfaces. Similarly, outboard bolster pocketmay include an inclined facethat may be inclined at primary angle α and secondary angle β, but of opposite hand, and an outboard wall, which may be spaced in mirror arrangement to inboard lateral walland inclined face. Outboard bolster pocketmay also have an inboard wall or facecorresponding to wall. Bolstermay include a spring landbetween wallsand. An end spring of the middle row of coil spring of spring groupmay bear against the underside of land. Landmay be part of the upper spring seat. In contrast to conventional bolster pockets that may have three walls (namely a sloped face bracketed between a pair spaced apart parallel side walls), in some embodiments the bolster pocket or pockets, may have only two walls namely, the sloped face and one side face. For example, bolster pocketmay have only face inclinedand inboard lateral wall. In this embodiment the sloped or inclined facemay merge on a radiused edge into the vertical web defined by side wall portion(or, as may be) rather than into another bolster pocket side face. This may tend to reduce the sharpness or suddenness of the transition in width of, for example, the bottom flange in the transition region from the arm region to the end region of the bolster. Looking at the end of the bolster from below, the flat central portion of the bottom flange is approximately the same width as the broader portion of the bottom flange at the inboard commencement of inclined face, and then necks down to a narrower portion. When viewed from below, the end portion of the bottom flange may have a cruciform shape in which the cross arm is defined by the lands under the middle spring seats, and the stem is tapered to be broad at the distal ends, and narrow at the waist. It may be that only the inboard stem of this cruciate form is tapered. In this embodiment, the bias of angle β may tend to urge the inboard and outboard dampers laterally toward each other.

Rounding out the other externally visible features of bolster, there are brake fulcrum mounting interface fittings,that are generally flat machined surfaces at which the brake fittings are mounted to the side face webs of bolster; and side bearing mounting interfaceswhich are typically generally rectangular machined surfaces with bore fastening hardware. There may also be openings or slotsformed along the centerline in the top flange, and openingsformed along the centerline in the bottom flange, such that a vertical slot is formed through the transition portion, or arm, of the bolster. The slots have an aspect ratio of length to width of about of 3:1.

Bolsterhas internal features, as seen in. Bolsterhas a pair of first and second internal predominantly upstanding webs of predominantly upright, or internal vertical websandthat run in the longitudinal direction, generally parallel to the external webs of side wall portionsand. Bolstermay also have first and second upper transverse ribs, or transverse reinforcements,,located underneath center plate bowl, running cross-wise to the length of bolstermore generally. Side wall portions,, internal vertical webs,, and transverse reinforcements,provide cross-wise reinforcement or support of center plate. Further, there may be first and second lower transverse ribs, or lower transverse reinforcements,located on lower portion or lower flange, and extending or running cross-wise to the length of bolstermore generally.

Discussion now turns to the external webs and the internal webs. In respect of the external webs, in the central region of side wall portionsand, there are brake rod openings, or apertures,,. Openingin side wall portionmay be aligned with openingin side wall portion, and with corresponding first and second, or left hand and right hand, brake rod openings,in such internal vertical webs,as may be, thereby co-operating to define a fore-and-aft extending brake rod passagewaysthrough bolster. That is, the various openings are lined-up such that brake rod passagewaythreads the needle relative to the aligned openings, clear of the defined brake rod clearance envelope. The profiles of these openings,may be formed with large corner radii, and may tend to provide a larger passage for brake equipment, and, to the extent that less material may be used, may provide a measure of lightening. In the particular embodiment, openingsandinclude a proximal side portion, or margin,, closest to the transverse centerline, that margin ascending on a longitudinally outboard taper such that the mid web portion has the shape of an upwardly widening tree trunk. Openingsandeach also include a bottom portion or marginrunning generally outboard, being offset inward from, and conforming to, the outwardly and upwardly curving shape of lower portion or flange. There is a third, lengthwise outboard, distal, ascending, slanted or hypotenuse margin, and a fourth uppermost portion or marginextending between portions or marginsand. The transitions, or corners, between each of these margin portions are generously radiused. Uppermost portion or marginmay form a substantially continuous radius between marginsand. The bottom outboard corner of the opening may form a relatively acute angle between portionsand, and may extend well outward of the profile of brake rod opening clearance envelope. The upper portion, upper radiused corners, inboard margin, and lower inboard corner may all lie on, or follow, the profile of clearance envelope. As seen in, the entire periphery of openingsandis thickened to form a peripheral rib or flange all around opening(and) and extending inwardly of side wall portions,more generally.

Further outboard there is an access opening. It is generally rectangular and is located outboard of, and lower than, the brake fulcrum mounting interface. As seen in, the entire periphery of openingis thickened to form a peripheral rib or flange all around extending inwardly of side wall portions,more generally. The portion of the side web that lies between brake rod opening(or, as may be) and access openingmay be identified as a strutwhich extends diagonally from the merger of the center plate bowl into the top flangeto the corner or bend at which the central portionof the bottom flangebends and transitions into the inclined portion(or) of the bottom flangerunning along the tapering arm portions of the bolster.

The outside face of the near inner web member, i.e., internal vertical web, is seen inand the inside face of the other inner web member, i.e., internal vertical web, is seen in. Starting at the transverse centerline, and working outboard, at the opposed internal, side-by-side spaced-apart center web members, internal vertical websand, each have a central web portionhaving a narrow lower stem portionand an upper broader trunk portion, having a tree shape. Web portiondefines a shear transfer arm or strut. Left hand and right hand openings,are formed lengthwise to either side of central web portion, beneath center plate bowl. Each of those openings has a periphery that is clear of, or tangent to, brake rod clearance envelope. In each case, openingsandhave a generally oblong shape in which the opening is taller in the vertical direction than wide in the lengthwise direction of bolster. The shape of openings,is shown in the enlarged detail of. The inboard margin follows, and is defined by, the margin of the “tree” of central web portion. The top margin terminates proximate to center plate bowl, such that a margin of the web extends downwardly from center plate bowlas a leg or stem, as at(). The top of openings,is somewhat narrowed, or convergent. The vertical tangent of the outboard margin of openings,is near, or coincident with, the outside diameter of the outside of rimof center plate bowl. There is a vertical web or stemextending upwardly from lower portionto the margin of each of openings,. The profile of openings,may be different from that of openings,.

A further, opening(or) is formed in internal vertical web, (or) in the outboard transition region of bolsterto leave a web or brace or strutbetween openingand(or betweenand, as may be). Strutis smoothly and generously radiused into lower portionat the bottom, and into a web stem portionthat extends downwardly from upper portionabove opening(or). An end web portioncontinues outboard toward bolster end. The end, or outboard extremity, of end web portioncurves underneath the side bearing mounting interface to merge with the corresponding opposite web portionof web(or, from the opposite perspective, web) to form a single web endseen inand. That is, bolsteris a railroad car truck bolster having a pair of external side walls and a pair of internal longitudinally extending webs. The internal webs have ends or end portions in which the pair of webs merge into a single web.

As seen in, the center pin seatis mounted in a socketformed between two transverse webs or ties,that join central web portionstogether at roughly mid height between lower portionand center plate bowl. Socketmay have the form of a rectangular blank or flat bar or block having a central hole in which to admit the end of the pin. Ties,and central web portionsof internal vertical websandform a square or rectangular box about the blank or bar, or block of socket. In the embodiment shown, lower stem portionsare of substantially constant through thickness in the transverse direction. Upper stem or trunk portionsbroaden in thickness from top to bottom such that their upper portion near center plate bowlis substantially thicker than lower stem portion

Similarly, as seen in, there is a transverse web or ticthat extends across, and links, the mid-height portions of webs or struts. The lower portion of strutbelow ticis of constant thickness, and is narrow relative to upper portion that broadens out, and merges into upper flange or upper portion.

It can be seen that bolsteris a railroad freight car truck bolster having reinforcement extending transversely underneath the bottom of the center plate bowl. In one embodiment, that reinforcement has the form of transversely extending ribs,. In one embodiment, ribs,extend transversely between internal vertical webs,, and have ends that intersect, and merge with, those internal webs.is taken on a section through ribshowing that it has a depth of section tthat is deeper than, or additional to, the through thickness depth of section of the upper plate or flange or portionmore generally, shown as t. Ribs,are located over the respective brake rod openings,, and extend downwardly toward them. The vertical centerline of ribat any transverse station may not necessarily intersect perpendicularly with either the periphery of the respective brake rod opening,(or to any extent that the profiles of brake rod openings,are different, of brake rod envelope). That is, the vertical centerline of rib(oras may be) may intersect the periphery of brake rod opening, or web opening(or brake rod openingor web opening, as may be), at an oblique angle. Although the lowermost margin, or termination, of rib(or, as may be) may be tangent to one or other, or both of the applicable openings in the various webs so that it merges smoothly therewith, it may be that rib(or) may be less deep, and may terminate shy of the profile of opening(or) or(or), but stands downwardly proud of the adjacent region or wall thickness of the top cover plate or top flange of bolsteras in upper portionmore generally. For example, taking the full potential depth as the depth that would yield a reinforcement terminating flush with opening,,or, as the case may be, in some embodiments, ribsormay be between half the potential depth and the full depth. In some embodiments openings,may be formed to have a peripheral flange or bead or thickened rim, and ribs,may be of corresponding depth, less the extra thickening of the bead or flange. The bottom marginof ribmay follow (i.e., be flush with and conform to) the profile of the respective brake rod openingor. The depth of the stem, or section, or web of ribis such that the lowermost margin of riblies flush with, or clear of, brake rod envelope. Further, the outboard ends of ribmay merge into the generally diagonally downwardly and outwardly extending strut. As seen in, upper ribmay have a central portionbetween websand, and first and second end portionsandthat extend transversely outboard of websandrespectively. End portionmay extend fully between weband first side wall portion; end portionmay extend fully between weband second side wall portion, the ends being smoothly and fully radiused into the webs and side walls as shown in

Lower transverse rib(or) stands upwardly from lower portion or lower flange, and extends transversely between websand. The through thickness depth tof rib(or rib) is of greater depth than the general through thickness tof lower portion. That is, rib(or) stands upwardly of the surrounding structure of lower portion. Lower rib, (or) merges at smoothly radiused corners into websand. Lower rib,may have a central portionlocated between websand; and end portionsandthat extend between weband first side wall portion; and between weband second side wall portionrespectively. In each case, as shown in, portions,andintersect and are smoothly radiused into webs,and side walls,, as may be. Lower rib,may have an upper marginthat is flush with the lower edge of brake rod openings,and flush with brake rod openings,, as may be. Lower rib(or) may be located at the bottom center of brake rod openings,,,, where the distance between those openings and lower portionis smallest, and where the slope, or tangent to the slope, is parallel to lower portion. Lower rib(or) may stand substantially vertically upright from lower portion. The height of rib(or) in the vertical, or z-direction may be the same as, or greater than its width in the lengthwise or x-direction of bolster. In some embodiments the aspect ratio of height to width may be in the range of ¾ to 2.