Abstract: A derailleur comprises a base member configured to be attached to a human-powered vehicle frame, a movable member movable relative to the base member, a pulley assembly configured to be pivotally attached to the movable member with respect to a pivot axis, and a biasing member configured to apply biasing force to the pulley assembly. The biasing member includes a first biasing member and a second biasing member.

Abstract: A prepressed emergency air spring assembly includes an upper cover plate, an air bag, an upper end plate and a lower end plate. The periphery of the upper end plate is connected with an outer periphery of the lower end plate through the air bag. A steel spring is arranged between the upper cover plate and the upper end plate in a pressing mode. A plurality of hourglass elastomers are arranged between the upper cover plate and the upper end plate along a circumferential direction of the steel spring.

Abstract: A spring arrangement for a vehicle, particularly a rail vehicle with at least one wagon and at least one bogie, wherein so as to create favorable construction conditions the spring arrangement includes at least one suspension spring, at least one pre-stressed damping spring, a contact body connected to the damping spring, and at least one first auxiliary spring, where a first longitudinal axis of the suspension spring, a second longitudinal axis of the damping spring, a third longitudinal axis of the contact body, and a fourth longitudinal axis of the first auxiliary spring are arranged parallel to each other, and where the contact body is arranged between the damping spring and the first auxiliary spring such that a low level of overall rigidity of the spring arrangement is obtained for a height adjustment of the vehicle.

Abstract: In one aspect of the present disclosure, a side bearing is provided for supporting a body of a rail car. The side bearing includes a base for being mounted to a truck of the rail car, a support configured to contact the body of the rail car and move along a vertical axis relative to the base with movement of the body, and at least one resilient foam member configured to deform with movement of the support. The side bearing further includes at least one friction damping member configured to be urged in a direction transverse to the vertical axis against the base by the support and resist movement of the support relative to the base.

Abstract: This railway vehicle is provided with: a bracket including a contact surface which is in contact with a second surface of a second plate member, and also including a recess which is provided in a portion facing an uneven surface; and a dynamic vibration absorber including a damper section which is located on the side opposite the contact surface and which is affixed to the bracket, and also including a weight section which is disposed on the side opposite the side to which the bracket is provided and which is disposed on the damper section. The bracket is separated from the uneven surface.

Abstract: A pre-compression type emergency air spring assembly includes an upper cover plate, an air bag, an upper end plate, and a lower end plate. A periphery of the upper end plate is connected with a periphery of the lower end plate through the air bag. A top part of the upper end plate is provided with transverse pre-compression cavities and transverse pre-compression plates arranged at transverse openings of the transverse pre-compression cavities. The transverse pre-compression cavities are internally provided with laminated spring elastomers through the transverse pre-compression plates in a pressing mode. Multiple steel springs are arranged between the upper cover plate and the upper end plate in a pressing mode along a circumferential direction of the laminated spring elastomers. The upper cover plate is arranged on a periphery of the transverse pre-compression cavities in a sleeving mode.

Abstract: A bolster system and method of balancing a locomotive on a bolster system is provided. The bolster system is configured such that weld seams interconnect the locomotive to the bolster, and the weld seams are oriented such that when the truck or locomotive impacts another device on the rail track, the weld seams experience a shearing force along the lengths of the weld seams. In addition, prior to welding, scales such as hydraulic jacks with gauges may be used to center and balance a locomotive on a bolster. In one embodiment, four hydraulic jacks elevate the truck, bolster, and locomotive, and the locomotive is repositioned on the bolster until the hydraulic jacks have substantially similar measures.

Abstract: A device for force transfer between a chassis frame and a carriage body of a rail vehicle includes a plurality of lemniscate links which are connected to the chassis frame via first joints, a yoke having a middle linking point in which the carriage body can be mounted, wherein the plurality of lemniscate links are connected to the yoke via second joints and form a Z-shaped assembly, where elastically deformable elements are arranged in the in the yoke and the first and second joints, and includes limiting means for receiving impact loads that exceed the operating load so as to limit the maximum deflection of the middle linking point of the yoke in a tractive force direction parallel to a tractive force acting on the chassis frame.

Abstract: A device for the shock-absorbing attachment of two elements to be assembled, the attachment device including: an inner part that is tubular along an attachment axis; an outer part that is tubular along the attachment axis, and hollow, the inner part being accommodated in the outer part such that the outer surface of the inner part is facing the inner surface of the outer part; an elastomer layer between the outer part and the inner part, the elastomer layer, when seen in section in a longitudinal plane including the attachment axis, including: to either side of the attachment axis, at least three so-called longitudinal portions, and at least two so-called transverse portions.

Abstract: A side bearer of a railcar truck is designed to limit reciprocal displacement of a truck and railcar under a frame. The side bearer includes a carrying body with a guiding opening wherein a bearing cup is mounted by applying a springing element. A thrust collar is implemented on a guiding wall in a groove. Upon off-loading the cup e.g., during dismantling of a truck from under a railcar, a thrust collar bears against a limiting face ensuring unreleasable connection of the side bearer. Indicator grooving is implemented on a working face and on a lateral wall of a carrying body, enabling visual control of a side bearer technical condition.

Abstract: An improved leaf spring side bearing assembly for railway freight cars is provided that achieves improved tracking and curving by the limitation of rock of the railway freight car. The side bearing comprises a base with two raised end sections. A leaf spring assembly is provided on the base that extends to the underside and support channel of the freight car. A top wear plate and a bottom travel stop are also included with the leaf spring side bearing assembly.

Abstract: Leveling railway vehicles, leveling secondary suspension systems, lift-systems for suspension systems, and other related systems and methods are shown and described. In one example, a railway vehicle includes a superstructure, a bogey, and a leveling secondary suspension system. The leveling suspension system includes at least one spring positioned between the superstructure and the bogey, and a secondary suspension-mounting lift system (SMLS) interfaced with coil spring. The SMLS includes a spring-mount (SM) and a piston assembly. In operation, pressurized hydraulic fluid acts on the piston and lifts the superstructure, thereby allowing the superstructure's access to be raised to a desired height, e.g. a platform height.

Abstract: A constant contact side bearing assembly for a railcar including a housing with wall structure defining a central axis for the side bearing assembly and a multipiece cap. The cap is arranged in operable combination with the housing and includes a movable first member and a movable second member carried by the first member. A spring resiliently urges the cap members toward railcar body structure. The cap members define cooperating angled surfaces therebetween for urging wall structure on the first member and wall structure on the second member into frictional engagement with the wall structure on the housing in response to a vertical load acting on the friction contacting surface on the cap. An apparatus, carried by the cap members, allow the cap members to horizontally slide relative to each other while limiting vertical separation of the cap members relative to each other during operation of the constant contact side bearing assembly.

Abstract: A railcar bogie includes: a cross beam to support a carbody of a railcar; wheels at both railcar width direction sides of the bogie lined up longitudinally at each side; a pair of front and rear axles respectively at a front side and rear side in the railcar longitudinal direction to sandwich the cross beam each of the axles connect wheels located at the left side and right side of the railcar; bearings at both railcar width direction sides of each axle to rotatably support the axle; axle box portions coupled to the cross beam via elastic members to store the bearing; and plate spring portions to respectively support both railcar width direction end portions of the cross beam and both railcar longitudinal direction end portions of the plate spring portions, supported by the axle box portions. The axle box portions include a surface that supports the plate spring portion.

Abstract: A modular base side bearing assembly has a cage with upstanding side walls defining a bearing cavity and a central bottom opening to receive a modular base on which a bearing element supported on a central base portion thereof. The modular base has externally visible tabs identifying a force level corresponding to the modular base, in which the thickness of the central base portion corresponds such force level. The modular bases are interchangeable with modular bases having central base portions of differing thickness, or zero-thickness, such that the same cage, bearing element, and wear cap can be used with different modular bases to provide different force levels. The modular base is movable vertically relative to the cage to accommodate uneven mounting surfaces.

Abstract: A railroad car side bearing including a cage, a cap, a lock out insert configured to be removably connected to the cage, and an elastomer element configured to mate with the lock out insert. The lock out insert includes a key that is dimensioned based on a diameter of an interior channel of the elastomer element. Different lock out inserts with different dimensioned keys for different elastomer elements enable a common cage and a common cap to be used with different elastomer elements with different interior channel dimensions, thus reducing the need to have different cages.

Abstract: A railroad car constant contact side bearing assembly plastic cap having a longitudinal axis and including a generally flat top surface with wall structure formed integral with and depending from said generally flat top surface, and a metallic insert maintained in operable association with the generally flat surface on said cap to slidably contact with an underside of a railcar whereby permitting said cap to establish a coefficient of friction ranging between about 0.4 and about 0.9 with the railcar.

Abstract: A railroad car constant contact side bearing assembly including a housing, a top cap arranged for vertical reciprocatory movements relative to the housing, and a spring accommodated in a spring cavity defined by the housing and cap for resiliently urging the top cap into frictional sliding engagement with an underside of a railcar body. At least one of the side bearing housing and cap is formed from a high performance plastic material whereby enhancing the vertical reciprocity of the cap relative to the housing.

Abstract: A constant contact side bearing assembly for a railcar including a housing with wall structure defining a central axis for the side bearing assembly and a multipiece cap. The cap is arranged in operable combination with the housing and includes a movable first member or spring seat and a movable second member or top cap carried by the first member. A spring resiliently urges the cap members toward railcar body structure. The cap members define cooperating angled surfaces therebetween for urging wall structure on the first member and wall structure on the second member into frictional engagement with the wall structure on the housing in response to a vertical load acting on the friction contacting surface on the cap. At least the top cap is structured to establish a coefficient of friction ranging between about 0.4 and about 0.9 with the railcar during operation of the side bearing assembly.

Abstract: A lower side bearing for a wheel truck, including: a first friction board, a second friction board, an inner pedestal, a bearing sleeve sleeving the inner pedestal, a pressure block, a pressure plate, and an elastic component. The pressure block is disposed on an upper part of the inner pedestal, and the second friction board is disposed on a top of the pressure block. The pressure plate is disposed on an upper part of the bearing sleeve, and the first friction board is disposed on a top of the pressure plate. A friction coefficient ?k of the first friction board and a friction coefficient ?z of the second friction board meet the relation: ?k>?z. The elastic component is disposed between the inner pedestal and the bearing sleeve for controlling a relative position of the inner pedestal and the bearing sleeve.

Abstract: A constant contact side bearing assembly for a railcar including a housing with wall structure defining a central axis for the side bearing assembly and a multipiece cap. The cap is arranged in operable combination with the housing and includes a movable first member and a movable second member carried by the first member. A spring resiliently urges the cap members toward railcar body structure. The cap members define cooperating angled surfaces therebetween for urging wall structure on the first member and wall structure on the second member into frictional engagement with the wall structure on the housing in response to a vertical load acting on the friction contacting surface on the cap. An apparatus, carried by the cap members, allow the cap members to horizontally slide relative to each other while limiting vertical separation of the cap members relative to each other during operation of the constant contact side bearing assembly.

Abstract: A railroad car constant contact side bearing assembly including a housing, a top cap arranged for vertical reciprocatory movements relative to the housing, and a spring accommodated in a spring cavity defined by the housing and cap for resiliently urging the top cap into frictional sliding engagement with an underside of a railcar body. At least one of the side bearing housing and cap is formed from a high performance plastic material whereby enhancing the vertical reciprocity of the cap relative to the housing.

Abstract: A modular base side bearing assembly has a cage with upstanding side walls defining a bearing cavity and a central bottom opening to receive a modular base on which a bearing element supported on a central base portion thereof. The modular base has externally visible tabs identifying a force level corresponding to the modular base, in which the thickness of the central base portion corresponds such force level. The modular bases are interchangeable with modular bases having central base portions of differing thickness, or zero-thickness, such that the same cage, bearing element, and wear cap can be used with different modular bases to provide different force levels. The modular base is movable vertically relative to the cage to accommodate uneven mounting surfaces.

Abstract: An undercarriage cross member is disclosed for a rail vehicle. In at least one embodiment, the cross member is constructed solely from aluminum extruded sections.

Abstract: A railroad car side bearing including a cage, a cap, a lock out insert configured to be removably connected to the cage, and an elastomer element configured to mate with the lock out insert. The lock out insert includes a key that is dimensioned based on a diameter of an interior channel of the elastomer element. Different lock out inserts with different dimensioned keys for different elastomer elements enable a common cage and a common cap to be used with different elastomer elements with different interior channel dimensions, thus reducing the need to have different cages.

Abstract: A constant contact side bearing (CCSB) for use between a truck and car of a rail car that includes a generally hollow housing that includes a closed bottom end and an open top end. An attachment member is attached to an outside surface of the housing and is positioned in a center region between the top end and the bottom end. A resilient member is positioned inside the housing, and a cap is fitted over resilient member and is sized relative to the housing to enable slidibly moving into the housing.

Abstract: A constant contact side bearing assembly for a railcar including a housing with wall structure defining a central axis for the side bearing assembly and a multipiece cap. The cap is arranged in operable combination with the housing and includes a movable first member or spring seat and a movable second member or top cap carried by the first member. A spring resiliently urges the cap members toward railcar body structure. The cap members define cooperating angled surfaces therebetween for urging wall structure on the first member and wall structure on the second member into frictional engagement with the wall structure on the housing in response to a vertical load acting on the friction contacting surface on the cap. At least the top cap is structured to establish a coefficient of friction ranging between about 0.4 and about 0.9 with the railcar during operation of the side bearing assembly.

Abstract: A constant contact side bearing assembly for a railcar including a housing with wall structure defining a central axis for the side bearing assembly and a multipiece cap. The cap is arranged in operable combination with the housing and includes a movable first member and a movable second member carried by the first member. A portion of the second member extends beyond the housing and defines a friction surface for the cap. A spring resiliently urges the friction surface of the cap into frictional contact with railcar body structure. The cap members define cooperating angled surfaces therebetween for urging wall structure on the first member and wall structure on the second member into frictional engagement with the wall structure on said housing in response to a vertical load acting on the friction contacting surface on the cap.

Abstract: A rotation impeding device for a vehicle having a first vehicle component comprising a running gear and a second vehicle component comprising a wagon body supported thereon the rotation impeding device comprising a friction element carrier for a first friction element, wherein the friction element carrier is connectable to the running gear or the wagon body in such a manner torsionally rigid about a height axis of the vehicle that the wagon body is supported on the running gear by means of the friction element, wherein the wagon body is rotatable relative to the running gear under a friction-laden relative movement between the first friction element and a second friction element impeding a rotation about the height axis.

Abstract: A side bearing for use in a railroad car truck includes a cage, a resilient element within the cage, and a cap engaging an upper end of the resilient element. The cage has a bottom surface and an upturned sidewall, while the cap includes a top surface with a downturned sidewall. The downturned sidewall of the cap is at least partially received within the cage when the resilient element is in a partially compressed condition. The cap is fully received within the cage prior to the resilient element moving into a further compressed condition, such that the cage engages a car body wear plate to provide a solid stop that prevents further compression of the resilient element. One or both of the sidewalls includes wear-limiting contours that may include one or more raised pads.

Abstract: A geometric shaped side bearing pad includes a top and a surface extending an angle ? towards the top, wherein the bearing pad has a geometric shape and a non-linear spring rate which levels out a reaction force without buckling. The surface of the bearing pad can have two sides or four sides, can have spacing within the surface, or can be solid. The angle ? can be within the range of about 20 degrees and 85 degrees, and may preferably be within the range of about 30 degrees and 45 degrees to achieve non-linear load/deflection. The top of the bearing pad can have a slot defined therethrough to accommodate a protrusion in a fixture to engage the bearing pad. The bearing pad can provide a friction contact with an object and enables lateral force transfer to the bearing pad, thereby providing lateral stiffness.

Abstract: A device for the secondary suspension of a body of a rail vehicle, the device comprising a spring element which is between the body and a bogie and to ensure at least one raised transport level for the body during the journey of the rail vehicle. The spring element can be compressed by a traction cylinder when the rail vehicle is stationary, in order to adjust a sunken platform level for the body, which is arranged below the raised driving level. The traction cylinder is provided with means for mechanically decoupling the advancing movement of the body from a pressure reduction in the pressure chamber of the traction cylinder.

Abstract: A constant contact side bearing assembly for a railcar including a housing with wall structure defining a central axis for the side bearing assembly and a multipiece cap. The cap is arranged in operable combination with the housing and includes a movable first member and a movable second member carried by the first member. A portion of the second member extends beyond the nousing and defines a friction surface for the cap. A spring resiliently urges the friction surface of the cap into frictional contact with railcar body structure. The cap members define cooperating angled surfaces therebetween for urging wall structure on the first member and wall structure on the second member into frictional engagement with the wall structure on said housing in response to a vertical load acting on the friction contacting surface on the cap.

Abstract: A constant contact side bearing assembly for a railcar includes a housing having a base, a pair of mounting apertures formed through a thickness of the base, a generally cylindrical housing wall upstanding on the base, a pair of diametrically opposed channels, a pair of diametrically opposed openings and a guide member disposed centrally on and upstanding from an inner surface of the base. A cap is disposed for reciprocal axial movement relative to the housing. An elastomeric spring is disposed within a generally closed chamber formed by a combination of the housing and the cap. A pair of air passages is provided for dissipating heat generated during operation of the constant contact side bearing assembly. Each air passage is defined by a pair of aligned openings formed through a wall portion of the cap. Each opening may be disposed within a pocket provided within the cap wall.

Abstract: A constant contact side bearing assembly includes a housing, a cap and an elastomeric resilient compressible element mounted within the interior chamber. The exterior surface of the cap wall has a generally even circumferential region which does not include protrusions or cavities other than small irregularities that are common to a casting process by which the cap of the present invention is manufactured. Accordingly, the anti-rotational tabs are positioned below this region and are operatively received within the channels disposed on the housing.

Abstract: A constant contact side bearing assembly for a railcar having a bolster with an upper surface and a walled receptacle upstanding from the upper surface of the bolster. An inner surface of the walled receptacle defines an open-top cavity wherein the side bearing assembly is accommodated. The constant contact side bearing assembly includes a spring and a base. The side bearing assembly base is configured to loosely fit within the walled receptacle and a gap is defined between an outer surface of the side bearing assembly base and the inner surface of the walled receptacle. A railcar engaging surface portion on a friction member is biased by the spring against an underside of the railcar.

Abstract: This invention relates to a side bearer (10) for a railway bogie having a longitudinal axis, including a lower component (11) for attachment to the bogie, an upper component (18) carrying a friction bearing plate (17) for receiving a part of a vehicle to be supported on the bogie and having a pair of divergent lower surfaces and a mounting for mounting the upper component on the lower component for relative vertical movement, the mounting means including first and second elements having respective inclined surfaces (19, 21) for receiving respective lower surfaces of the upper element, springs (15) for supporting the first and second lower elements and guide means for guiding the first and second elements for vertical movement characterised in that the first and second elements are horizontally separable by a downward vertical movement of the upper element for thereby urging them against the guide means for generating a substantially constant vertical damping force between the first and second elements and the

Abstract: A long travel constant contact side bearing for railway cars provides better handling characteristics, achieving improved tracking and curving through use of various combinations of features. The side bearing comprises a base and a generally cylindrical wall section extending upwardly from the base. A cup-shaped cap comprises a generally circular top section and a generally cylindrical wall section extending downwardly therefrom. The cap extends into the wall section of the base. At least one coil spring is provided within the base and extends to the underside of the cap. The cup shaped cap includes a centrally located cut out section with an elastomer pad fitted within the cut out section. The cup shaped cap cylindrical wall sections can be coated with a lubricant or hardening substance.

Abstract: A long travel constant contact side bearing for railway cars provides better handling characteristics, achieving improved tracking and curving through use of various combinations of features. The side bearing comprises a base and a generally cylindrical wall section extending upwardly from the base. A cup-shaped cap comprises a generally circular top section and a generally cylindrical wall section extending downwardly therefrom. The cap extends into the wall section of the base. At least one coil spring is provided within the base and extends to the underside of the cap.

Abstract: An improved side bearing for railway cars is provided that achieves improved tracking and curving by the limitation of rock of the railway car. The side bearing comprises a base with a generally upwardly extending wall portion. A cap comprising a top section with generally downwardly extending wall portion is provided. The cap extends into or around the wall section of the base. Two coil springs are provided within the base that extend to the underside and support the cap. An elastomer spring is also provided that is located within an least of one of the coil springs.

Abstract: A side bearing assembly for a railway vehicle includes a cage, a cap coupled to and moveable relative to the cage, and an insulator disposed between the cage and the cap. The railway vehicle includes a bolster extending laterally and a car body disposed on the bolster. The cage is attached to the bolster and the cap supports a portion of the car body such that the side bearing assembly is disposed between the bolster and the car body to dampen lateral pivoting of the car body relative to the bolster. The insulator is formed of microcellular polyurethane for resiliently deforming and storing energy during compressive movement between the car body and the bolster through a range of temperatures between ?40° C. and 80 ° C. Microcellular polyurethane maintains flexibility at this temperature range such that the side bearing assembly maintains its ability to dampen lateral pivoting through this temperature range.

Abstract: A device for the secondary suspension of a body of a rail vehicle, the device comprising a spring element which is between the body and a bogie and to ensure at least one raised transport level for the body during the journey of the rail vehicle. The spring element can be compressed by a traction cylinder when the rail vehicle is stationary, in order to adjust a sunken platform level for the body, which is arranged below the raised driving level. The traction cylinder is provided with means for mechanically decoupling the advancing movement of the body from a pressure reduction in the pressure chamber of the traction cylinder.

Abstract: A railway freight car constant contact side bearing positionable between a railway vehicle body and a wheeled truck supporting said railway freight car body with a housing or cage and a cap on such cage to engage the wear plate on the car body. The cage houses a plurality of springs having at least one metallic spring and at least one elastomer spring; such springs combine to support and dampen the forces of said vehicle body.

Abstract: A constant contact side bearing assembly for a railcar having a bolster with an upper surface and a walled receptacle upstanding from the upper surface of the bolster. An inner surface of the walled receptacle defines an open-top cavity wherein the side bearing assembly is accommodated. The constant contact side bearing assembly includes a spring and a base. The side bearing assembly base is configured to loosely fit within the walled receptacle and a gap is defined between an outer surface of the side bearing assembly base and the inner surface of the walled receptacle. A railcar engaging surface portion on a friction member is biased by the spring against an underside of the railcar.

Abstract: A side bearing assembly for a railway vehicle includes a cage, a cap coupled to and moveable relative to the cage, and an insulator disposed between the cage and the cap. The railway vehicle includes a bolster extending laterally and a car body disposed on the bolster. The cage is attached to the bolster and the cap supports a portion of the car body such that the side bearing assembly is disposed between the bolster and the car body to dampen lateral pivoting of the car body relative to the bolster. The insulator is formed of microcellular polyurethane for resiliently deforming and storing energy during compressive movement between the car body and the bolster through a range of temperatures between ?40° C. and 80 ° C. Microcellular polyurethane maintains flexibility at this temperature range such that the side bearing assembly maintains its ability to dampen lateral pivoting through this temperature range.

Abstract: An elastomeric spring including an elongated elastomeric body defining a longitudinal axis for the spring and having first and second longitudinal ends. An outer surface of the elastomeric body extends between the first and second ends and has four generally planar sides, with each planar side of the outer surface being disposed to one side of and generally parallel to the longitudinal axis of the spring so as to reduce radial bulging of the spring in all directions when an axial load is applied to the spring. The outer surface of the elastomeric body further includes four angled corner sections extending between the first and second ends of the elastomeric body and disposed a substantially common distance from the longitudinal axis of the spring. One corner section is disposed between any two adjoining sides on the outer surface of the elastomeric body.

Abstract: A long travel constant contact side bearing for railway cars provides better handling characteristics, achieving improved tracking and curving through use of various combinations of features. The side bearing comprises a base and a generally cylindrical wall section extending upwardly from the base. A cup-shaped cap comprises a generally circular top section and a generally cylindrical wall section extending downwardly therefrom. The cap extends into the wall section of the base. At least one coil spring is provided within the base and extends to the underside of the cap.

Abstract: A long travel constant contact side bearing for railway cars provides better handling characteristics, achieving improved tracking and curving through use of various combinations of features. The side bearing comprises a base and a generally cylindrical wall section extending upwardly from the base. A cup-shaped cap comprises a generally circular top section and a generally cylindrical wall section extending downwardly therefrom. The cap extends into the wall section of the base. At least one coil spring is provided within the base and extends to the underside of the cap. The cup shaped cap includes a centrally located cut out section with an elastomer pad fitted within the cut out section. The cup shaped cap cylindrical wall sections can be coated with a lubricant or hardening substance.

Abstract: A constant contact side bearing assembly configured for insertion into a walled receptacle provided on an upper surface of a railcar bolster. The side bearing assembly includes a housing assembly including a base and cap receivable within the open top walled receptacle on the bolster. The base has laterally spaced sides and longitudinally spaced ends. The cap is guided for movements relative to the base and has a generally flat railcar body engaging portion along with structure which combines with the sides and ends on the base to define an internal void for the side bearing assembly. A longitudinally elongated and generally rectangularly-shaped elastomeric compression spring is arranged in the internal void within the side bearing assembly for absorbing, dissipating, and returning energy imparted to the side bearing assembly during a work cycle.

Abstract: A geometric shaped side bearing pad includes a top and a surface extending an angle ? towards the top, wherein the bearing pad has a geometric shape and a non-linear spring rate which levels out a reaction force without buckling. The surface of the bearing pad can have two sides or four sides, can have spacing within the surface, or can be solid. The angle ? can be within the range of about 20 degrees and 85 degree and, may preferably be within the range of about 30 degrees and 75 degrees. The top of the bearing pad can have a slot defined therethrough to accommodate a protrusion in a fixture to engage the bearing pad. The bearing pad can provide a friction contact with an object and enables lateral force transfer to the bearing pad, thereby providing lateral stiffness.