Abstract: A rail car truck bolster wear plate surface connects to a wear plate using two fasteners of different length. The first fastener passes through an upper opening and an upper channel into a first recess where it can be tightened against a first engaging surface. The second fastener is longer than the first fastener and passes through a lower opening and lower channel into a second recess adjacent to the first recess. The surfaces of the first and second recesses form a series of ribs in the upper end surface between the wear plate surface and the longitudinal centerline of the bolster.

Abstract: A railway truck includes two parallel side frames, a suspension spring assembly supported by the side frames, and a bolster transversely mounted between the side frames and supported by the suspension spring assembly. Each side frame has at least one vertical support face, and the bolster has at least one sloped support face. A friction shoe includes a bottom base engaging and supported by a support spring, and a sloped wall engaging the sloped support face of the bolster. The friction shoe prevents bolster side wall wear.

Abstract: A friction shoe includes a bottom base engaging and supported by a pair of support springs, and a sloped wall engaging the sloped support face of a bolster. The bottom base includes a cylindrical spring lug that has a center opening that extends through the spring lug. The bottom surface of the spring lug is flat and smooth and is configured to engage an additional concentrically nested support spring. The additional spring increases the force between the vertical support face of the wedge and the vertical wear plate of the side frame.

Abstract: A friction shoe is provided for use in a railway truck. The friction shoe is placed such that it frictionally engages both a wear plate on the side frame vertical column and wear plates on the slope surfaces of the bolster to dampen the oscillating motion of the bolster when supported by spring groups in the side frame. The shoe is provided with sloped surfaces that engage complementary slope surfaces on the bolster. Wear plates are fitted and held on the sloped surfaces of the bolster and on the vertical columns of the side frames.

Abstract: A rail car truck bolster wear plate surface connects to a wear plate using two fasteners of different length. The first fastener passes through an upper opening and an upper channel into a first recess where it can be tightened against a first engaging surface. The second fastener is longer than the first fastener and passes through a lower opening and lower channel into a second recess adjacent to the first recess. The surfaces of the first and second recesses form a series of ribs in the upper end surface between the wear plate surface and the longitudinal centerline of the bolster.

Abstract: An elastomeric pad is provided for use in a railway car truck that includes two sideframes and a bolster. Each sideframe has a pedestal opening at each end to receive a bearing adapter assembly. The bearing adapter assembly includes a cast steel bearing adapter that is formed to fit on top of an axle bearing assembly. An elastomeric pad, comprised of a selected hardness elastomer, is fit on top of the bearing adapter. Contact buttons extend from the top surface and bottom surface of the elastomeric pad and are received in openings in the elastomeric pad. A conductor provides an electrical connection between the contact buttons.

Abstract: A device is provided for addition to a three piece railway freight truck to prevent vertical over travel of the bolster and absorb inertia energy of the bolster before it impacts the side frame or brake equipment. Two variations of this device have a gap which prevents the device from being engaged under normal operating conditions. The device utilizes an energy absorbing elastomer material mounted between the top of the bolster end and the bottom of the side frame top center compression member.

Abstract: A friction shoe is provided for use in a railway truck. The friction shoe is placed such that it frictionally engages both a wear plate on the side frame vertical column and wear plates on the slope surfaces of the bolster to dampen the oscillating motion of the bolster when supported by spring groups in the side frame. The shoe is provided with sloped surfaces that engage complementary slope surfaces on the bolster. Wear plates are fitted and held on the sloped surfaces of the bolster and on the vertical columns of the side frames.

Abstract: A friction shoe for a railway car truck is provided. The railway truck comprises two parallel side frames, a suspension spring assembly supported by the side frames, and a bolster transversely mounted between the side frames and supported by the suspension spring assembly. Each side frame has at least one vertical support face, and the bolster has at least one sloped support face. The friction shoe comprises a bottom base engaging and supported by a pair of support springs, and a sloped wall engaging the sloped support face of the bolster. The bottom base includes a cylindrical spring lug that has a center opening that extends through the spring lug. The bottom surface of the spring lug is flat and smooth and is designed to engage with and provides the ability to use an additional concentrically nested support spring. The additional spring increases the force between the vertical support face of the wedge and the vertical wear plate of the side frame.

Abstract: A friction shoe for a railway car truck is provided. The railway truck comprises two parallel side frames, a suspension spring assembly supported by the side frames, and a bolster transversely mounted between the side frames and supported by the suspension spring assembly. Each side frame has at least one vertical support face, and the bolster has at least one sloped support face. The friction shoe comprises a sloped wall engaging the sloped support face of the bolster, a vertical wall engaging the side frame vertical support face, and a bottom base engaging and supported by a suspension control spring group which comprises three concentrically nested coil springs which provide a normal force on the column wear plate of between 3000 and 5000 pounds in the static empty railway car truck condition and between 7,500 and 12,000 pounds force under the static loaded railway car truck condition.

Abstract: A friction shoe for a railway car truck is provided. The railway truck comprises two parallel side frames, a suspension spring assembly supported by the side frames, and a bolster transversely mounted between the side frames and supported by the suspension spring assembly. Each side frame has at least one vertical support face, and the bolster has at least one sloped support face. The friction shoe comprises a bottom base engaging and supported by a support spring, and a sloped wall engaging the sloped support face of the bolster. The present invention includes geometric improvements in friction shoe design which prevent bolster side wall wear and helps eliminate the possibility of the friction shoe's wear on the bolster side wall from interfering with its normal movement over its service life.

Abstract: An elastomeric pad is provided for use in a railway car truck that includes two sideframes and a bolster. Each sideframe has a pedestal opening at each end to receive a bearing adapter assembly. The bearing adapter assembly includes a cast steel bearing adapter that is formed to fit on top of an axle bearing assembly. An elastomeric pad, comprised of a selected hardness elastomer, is fit on top of the bearing adapter. Contact buttons extend from the top surface and bottom surface of the elastomeric pad and are received in openings in the elastomeric pad. A conductor provides an electrical connection between the contact buttons.

Abstract: A device is provided for addition to a three piece railway freight truck to prevent vertical over travel of the bolster and absorb inertia energy of the bolster before it impacts the side frame or brake equipment. Two variations of this device have a gap which prevents the device from being engaged under normal operating conditions. The device utilizes an energy absorbing elastomer material mounted between the top of the bolster end and the bottom of the side frame top center compression member.