US3809188A - Railroad car retarders - Google Patents
Railroad car retarders Download PDFInfo
- Publication number
- US3809188A US3809188A US00248929A US24892972A US3809188A US 3809188 A US3809188 A US 3809188A US 00248929 A US00248929 A US 00248929A US 24892972 A US24892972 A US 24892972A US 3809188 A US3809188 A US 3809188A
- Authority
- US
- United States
- Prior art keywords
- retarder
- head
- cylinder
- restrainer
- rail
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
- B61K7/02—Track brakes or retarding apparatus
- B61K7/04—Track brakes or retarding apparatus with clamping action
Definitions
- ABSTRACT A retarder for installation in a railroad classification yard comprises a pair of retarder levers supporting retarder elements engageable with a car wheel. Noise is suppressed by modifying those elements.
- the levers are actuated by a cylinder assembly presenting opposed piston rods for applying actuating forces, and in 17 Claims, 12 Drawing Figures PATENTEU 7 9 4 FIG.
- This invention relates to railroad car retarders and in particular to a retarder of the tye disclosed in U. S. Pat. No. 3,227,246 where the lever arms of the retarder include portions which, during retardation of the car, cradle and support the traffic rail on which the car wheel moves.
- the lever arms present retarder elements on opposite sides of the traffic rail adapted to clasp and brake a car wheel on the traffic rail.
- the car wheel and the traffic rail in effect float on the lever arms so the retarder operates in response to the weight of the car, which is to say that the braking action on the car wheel by the retarder elements is proportional to the weight of the car.
- the retarder elements are spaced apart a lateral dis tance less than the width of a car wheel, and the retarder is actuated by the lateral thrust of a car wheel entering between the retarder elements.
- the retarder elements are spaced apart a lateral distance greater than the width of a car wheel.
- the retarder elements may be spaced apart selectively for braking or no braking, as desired by a fluid operated cylinder having opposed pistons which pivot the levels as described in US. Pat. No. 3,227,246. Carefulstudy establishes that the cylinder system may be subjected to a bending moment likely to damage the piston rods and the and the seals or glands intended to prevent leakage. This can arise by reason of the fact that one piston, because of differences in internal friction, will always precede the other, a circumstance which cannot be avoided, but can-only be countered. Thus when operating fluid is admitted to the cylinders, one of the pistons is bound to advance first, causing the cylinder to move or react in the opposite direction which is the principle of a thrust motor. Such reaction cannot be avoided, but can only be countered or equaled.
- the primary object of the present invention is to devise a cylinder and piston rod actuator for a railroad car retarder which in effect recognizes and counters the mechanical proposition that one of the pistons is bound to move ahead of the other, causing a reaction in the cylinder. More specifically, it is an object of the present invention to cope with the reaction thrust in the cylinder by so supporting the cylinder that the lines of force will always be on the center line of the pistons rather than on a line of force tending to bend the piston.
- an object of the present invention is to cradle the assembly, including the pistons, in a restrainer suspended from the traffic rail, opposed surfaces of the cylinder assembly and restrainer being in tangential relation so that the reaction to cylinder thrust, reacting to one of the pistons advancing ahead of the other, will occur along the axis of the cylinder assembly and not at an angle thereto.
- the cylinder assembly as one characterized by a medial head to which the two cylinders are connected, the head having opposed arcuate surfaces affording the tangential relation earlier referred to; to provide a port in the head communicating with both cylinders for admitting fluid under pressure concurrently thereto when the piston rods are to be extended; to equip the opposed ends of the cylinder with ported caps so that a manifold may be connected thereto for supplying fluid under pressure concurrently to both cylinders when the piston rods are to be retracted; to construct the cylinder restrainer of two like parts so that it may be easily and readily assembled on the traffic rail; and to so construct the cylinder restrainer as to allow for relative movement between it and the traffic rail.
- Retarders of the kind involved are. used in. railroad classification yards. A great deal of noise is sometimes encountered when the retarder forces are applied to thereof and what is now considered to be the best mode.
- FIG. 1 is a sectional view of a railroad car retarder to which the present invention may be applied;
- FIGS. 1A and 1B are fragmented views similar to FIG. 1;
- FIG. 1C is a sectional view showing how noise suppression may be achieved
- FIG. 2 is a plan view of the actuator of the present invention
- FIG. 3 is an elevation of the cylinder subassembly substantially on the line 33 of FIG. 2;
- FIG. 4 is a top plan view of the sub-assembly shown in FIG. 3;
- FIG. 5 is an elevation on the line 5-5 of FIG. 4;
- FIG. 6 is a perspective, somewhat schematic, of the sub-assembly of FIG. 3;
- FIG. 7 is an elevation of the actuator shown in FIG.
- FIG. 9 is a sectional view on the line,9-9 of FIG. 8.
- each of the retarder elements is supported by a lever 25 pivotally mounted on an eccentric portion 26 of a rock shaft 28 whichspans a pair of adjacent railway ties T.
- each rock shaft 28, its eccentric 26, and the related supports are similar to the ar- FIG. 8 is an elevation of one of the cylinder restrainer r rangement disclosed in FIGS. 13 to 16 of US. Pat. No. 3,227,246.
- the retarding elements are subjected to large laterally directed forces as the railroad car wheel moves therebetween.
- the lateral forces or thrusts are of course transmitted to the levers 25.
- the levers 25, however, provide not only monolithic structural members which support the retarder elements 15, but also afford cradle portions 45 for supporting the traffic rail 18. In this sense, the traffic rail floats on the cradle 45, and the weight of a car tends to depress the traffic rail.
- levers 25 serve as the means whereby a retarding force may be exerted on the car wheel in proportion to the weight of the car being supported by the car wheels.
- the lower or inner ends of the levers 25 are configured to embrace and support the traffic rail 18. More specifically, the movement of a car wheel through the retarding system 13 establishes lateral thrust, causing each lever arm 25 to pivot about the eccentric portion 26 of the related rock shaft 28 to lift the traffic rail 18 by virtue of the construction at the inner ends of the levers 25.
- each lever 25 has a central hump or rounded projection presenting a surface 46 in engagement with the under surface of the flange or base 48 of the rail 18.
- the cradle 45 for the rail 18 includes an overhanging lip or flange 49 and the inner end of each lever 25 forming a pocket 50 for a wobble block 50A, bifurcated at the inner side to loosely embrace the base 48 of the traffic rail 18.
- the wobble block is thus supported by the rail base for universal movement, maintaining solid engagement with the lever arm 25 and the traffic rail 18 during the time a car wheel traverses the retarder.
- the lever 25 is pocketed to receive loosely the wobble block 50A opposite rail 18.
- the pockets 50B serve in the aggregate to hold the traffic rail 1 1 against both lateral movements and rotational movements on the surface 46 of their respective cradles 45.
- the flanges 49 are also important from the standpoint that when the retarder system 13 is actuated to an ineffective position, the flanges 49 assure that the levers 25 are supported by the traffic rail 18 which rests on the surfaces of the railway ties T when the car wheels pass thereover.
- each rock shaft 28 For the purposes of receiving a rotational force to rotate each rock shaft 28, the eccentric portion 26 thereof extending beyond the tie T is provided with a downwardly extending crank arm 51, the crank arm 51 being pinned or otherwise fixed thereto.
- Each crank arm 51 has an aperture 52 formed in the lower end to receive a pin.
- the retarder elements may be retracted or opened by moving the crank arms 51 inwardly and afterwards the retarder elements may be reset or advanced inward toward one another to the closed position shown in FIG. 1 by forces applied in an opposite sense.
- the retarder levers 25 only rotate on the wobble blocks 50A during actuation of the crank arms.
- cranks or arms 51 are pinned or otherwise fastened to the eccentric portions 26 of the rock shafts 28. Hence when a rotating force is applied to the cranks 51, rotative forces are applied to the shafts 28.
- FIG. 1A corresponds to FIG. 1 in that the left hand crank 51 is in the position it occupies when the retarder is closed.
- the retarder elements 15 are located in full FIG. 1B shows the position of the left hand crank 51 in the open condition of the retarder, and it can be recognized that crank 51 was rotated in a counterclockwise direction from the position shown in FIG. 1A.
- the opposite crank arm (not shown in FIG. 1B) moves in a clockwise direction; the levers 25 pivot about the wobble blocks 50A, and in so doing move to the dotted line position shown in FIG. 1A where the inner surfaces of the retarder are spaced apart a greater distance than the width of the car wheel.
- Elimination of any appreciable moment arm on the cylinder assembly during actuation is one of the main objects of the present invention, accomplished by the actuator apparatus 60, FIGS. 2 and 7, developed in recognition of the fact that there can be no prediction regarding the comparative rate of travel of two pistons for operating levers 51 with the result that there will always be a reverse or counter thrust on any piston and cylinder assembly used to actuate concurrently the cranks 51.
- the present apparatus comprises a pair of cylinders 62 and 63, FIGS. 2 and 7, joined rigidly as a unit to a head or block 64, the latter being cradled within a cage 65 afforded by a cylinder restrainer suspended from the traffic rail 18.
- the cylinders 62 and 63 are disposed on a common horizontal axis.
- Each cylinder by definition, includes a piston therein, and related piston rods 72 and 73 extend outwardly therefrom on the aforesaid horizontal axis.
- the outer or free end of each piston rod is provided with a clevis, 74 and 75, and each clevis in turn carries a pin, 78 and 79, which will be disposed in the related aperture 52, FIG. 2, of the related crank 51.
- the cylinder head or block 64 is provided with a port 80 and internal passages (not shown) establishing communication with the inner ends of the cylinder chambers so that fluid under pressure admitted to port 80 will extend the piston rods.
- end caps 82 and 83 are secured to the outer ends of the cylinders and each is provided with a port 85, FIGS. 3
- the corrective measure is attained by so restraining the cylinder that lines of force will always be substantially on the center line of the cylinder and piston -assembly, thereby eliminating any appreciable moment arm. Additionally provision is made for relative creep or movement between the traffic rail 18 and the cylinder restrainer'70.
- the two cylinders 62 and 63 are integrated to the head 64 at their inner ends.
- the end caps 82 and 83 are joined to the outer ends of the cylinders.
- the head 64 is provided with a port 80 for the admission of fluid under pressure, and such may be supplied through a hose 93 in turn connected to a mainline pipe 94, FIG. 2.
- the porting of fluid under pressure to the inner ends of the cylinders, to extend the pistons, is a matter of expediency and is no part of the invention; this is equally true of seals and packing. The only requirement is that fluid under pressure for advancing the piston rods be ported concurrently to the inner ends of the cylinders 62 and 63.
- the end caps 82 and 83, FIG. 4, are provided with respective ports 85, as noted, which in turn communicate with opposite ends of the manifold 90, as shown in FIG. 2, so that fluid under pressure may be applied concurrently to the outer end of the cylinders to retract the piston rods.
- the manifold receives its supply of fluid under pressure from a hose 95 in turn connected to a main line pipe 96.
- piston rods are protected by dustproof boots 97 of conventional form.
- the outer or free ends of the piston rods are threaded as shown in FIG. 2 so that clevises 74 and 75 may be accordingly secured thereto.
- the cylinder unit as a whole is braced by tie rods 98, FIGS. 3 and 4.
- the cylinder restrainer comprises two castings of identical form, each identified by reference character 105, FIGS. 7, 8 and 9. A description of one suffices as a description of the other.
- the cylinder restrainer casting includes a horizontal cross web 106, FIG. 8, of bifurcated section, FIG. 9, affording a-pair of jaw ele ments 107 and 108 spaced vertically one from another so as to embrace the related side of the base 110 of the traffic rail 18.
- the configuration of the jaw is such as to afford clearance between the upper side of the rail base 110 and the opposed surface of the upper jaw element 107, as will be readily apparent from FIG. 7.
- the lower jaw element is arched, FIG. 9, so as to afford a protuberance 112 engageable with the lower face of the base of the rail as will also be evident in FIG. 7.
- Each restrainer casting 105 includes a pair of dependent legs ll5, FIG. 8-. The lower ends of the legs, FIGS.
- the lugs 116 are provided with apertures 119 enabling tie bolts 120, FIG. 7, to be entered therein to secure the lower ends of the castings 105 one to another.
- protuberances 125 immediately adjacent the lower jaw 108 extend outward therefrom and are formed with serrations 125T at their inner ends adapted to mesh with one another, as shown in FIG. 7, in the manner of the serrations 116T.
- the protuberances 125 are provided with apertures 126, FIG. 8, enabling tie bolts 128 to be entered therein in the fashion of the tie bolts 120.
- the cylinder restrainer as a whole is assembled from two identical castings 105, and in their assembled form provide a housing or cage 65, FIG. 7, in which the cylinder head 64 may be located.
- the actuator in assembling the actuator as: a whole the clevises 74 and are adjusted so that the pins 78 and 79 thereof may be entered in the apertures 52, FIG. 1, of the cranks 51.
- the actuator 60 is suspended from and supported by the cranks 51 which is to say that the axis of the cylinder assembly, the axes of the two piston rods and the centers of the apertures 52 are on a common horizontal line.
- the restrainer castings are assembled relative to the traffic rail and are secured as a unit by the tie bolts 120 and 128.
- the curved surfaces 1010f the cylinder head bosses, FIG. 7 are in engage ment with the inner surfaces of the legs of the restrainer castings.
- FIGS. 1A and 1B This effect can be appreciated by noting, FIGS. 1A and 1B, that the center line of the aperture 52 drops in the course of counter-clockwise movement of crank 51 characterizing opening movement of the retarder elements from their full line position to the dotted line position shown in FIG. 1A.
- cylinder thrust is accompanied by pivotal movement of the restrainer 70 on the base of rail 18, and inasmuch as the outer faces of the bosses 101 are rounded, the point of contact between the cylinder head and the opposed inner surface of the cage structure 65 will always be substantially at point AA or point BB, FIG. 7, on the center line of the cylinder assembly, depending upon the direction of cylinder thrust, and even though the cylinder restrainer casting assembly 70 will rock, nonetheless the tangential contact at point AA or point BB will not vary substantially from the center line of the cylinder and piston axis.
- the rail element 15A is chamfered at 136 to afford a recess, complemental to the adjacent sides of the bar 135, the latter being secured in place as by welds 137.
- the recess presents a horizontal ledge or shoulder L which re sists the downward force component exerted on bar 135 at the time of wheel engagement.
- the bar 135 is a ferrous metal casting incorporating a segment 140, which is to say that the insert 140 of the character hereinafter described, may be produced independently as an integral structure and subsequently located in a mold as a mold insert. Thereafter the molten metal for bar 135 is introduced into and allowed to solidify in the mold where the insert 140 is presented. The outer face of the insert 140 and the adjacent exterior surfaces of the of the casting 135 are engageable with the wheel. As shown in FIG. 1C retention of the insert 140 is further assured by constructing the latter of dove-tail form thereby establishing a mechanical interlock.
- the retainer bar 135 and the insert 140 may be of relatively short length so that a plurality may be arranged in tandem, end-to-end along the length of rail 15A, each separate attachment being welded in place.
- the insert 140 is responsible for noise reduction in that it is a body of sintered iron powder incorporating particles of a lubricating material such as graphite or particles of molybdenum sulfide (see Canadian Pat. No. 604,776) or both.
- a lubricating material such as graphite or particles of molybdenum sulfide (see Canadian Pat. No. 604,776) or both.
- the sintered body 140 advantageously contains particles of a friction enhancing agent such as silica, alumina, silicon carbide, sillimanite or the like as disclosed in the Canadian patent.
- the ratio of lubricating material and the friction enhancing ingredients are adjusted to achieve the desired friction coefficient.
- the retarder element on the gauge side of the retarder need be equipped in accordance with FIG. 1C.
- the gauge side is the inside of the wheel; the outside of the wheel is the field side.
- the reason for this is that many cars are equipped with the so-called segment bearing housed in an oil-filled journal box located on the field side of the car truck, and oil is frequenty spilled, leaked and splashed on the outside of the wheel, whilst the inside of the wheel remains dry giving rise to the noise problem. Consequently, and referring to FIG. 1, the retarder element 15 at the gauge side of the wheel (assumed to be the left-hand element 15) need incorporate what is shown and described in connection with FIG. 1C.
- a railroad car retarder including a pair of oppositely pivoting levers which support, at their inner ends, retarding elements on opposite sides of a traffic rail for applying retarding forces to opposite sides of a car wheel on the traffic rail: apparatus for applying an actuating force to pivot the levers and comprising a head to whichtwo oppositely extending horizontally disposed cylinders are secured as a unit, a piston rod in each cylinder operable to apply an actuating force respectively for each lever when fluid under pressure is admitted to the related cylinder, a cylinder restrainer adapted to fit the traffic rail in suspended relation thereto, said restrainer presenting a cage for confining the head, and opposed surfaces of the head and cage being in tangential relation.
- the support includes jaw elements for engaging the base of the traffic rail with clearanceallowing the rail and the restrainer to shift one relative to the other and allowing the restrainer to rock on the base of the rail.
- Apparatus according to claim 1 wherein at least one of the retarder elements at the surface adjacent the traffic rail carries a bar attached thereto, the bar on its outer surface having an insert of sintered metal containing a particulate lubricant.
- Apparatus according to claim 1 wherein the head has a port to admit fluid under pressure concurrently to both cylinders to extend the piston rods, wherein caps are secured to the ends of the cylinders opposite the head, each of said caps having a port to admit fluid under pressure to the related cylinder, and a manifold communicating with the cap ports to admit fluid under pressure concurrently to both cylinders to retract the piston rods.
- a railroad car retarder including a pair of levers having ends pivotally supported on opposite sides of the base of a traffic rail and extending outwardly and upwardly therefrom each to present a retarder element at the side of the rail opposite the related pivot, and wherein the levers are supported eccentrically on rock shafts so as to be closed or opened respectively upon rotation of the rock shafts to engage or disengage the retarder elements as to a car wheel on the traffic rail, crank arms fixed to the rock shafts and an actuator assembly to apply actuating forces to the crank arms to rotate the rock shafts, said actuator assembly comprising a head to which two oppositely extending horizontally disposed cylinders are secured as a unit, a piston rod in each cylinder operable to apply an actuating force respectively for each crank arm when fluid under pressure is admitted to the related cylinder, a cylinder restrainersuspended from the traffic rail and adapted to rock relative thereto, said restrainer presenting a cage confining the head, and opposed surfaces of the head and cage being in tangential relation.
- Retarder apparatus according to claim 9 wherein the support is configured to fit the traffic rail with clearance allowing the rail and the restrainer to shift one relative to the other.
- Retarder apparatus wherein at least one of the retarder elements at the surface adjacent the trafi'ic rail carries a bar attached-thereto, the bar on its outer surface having an insert of sintered metal containing a particulate lubricant.
- Retarder apparatus according to claim 9 wherein the tangential relation is presented by curved surfaces 7 on the head engaging opposed surfaces of the cage.
- Retarder apparatus according to claim 10 wherein the restrainer comprises two separable members.
- Retarder apparatus wherein the head has a port to admit fluid under pressure concurrently to both cylinders to extend the piston rods, wherein caps are secured to the ends of the cylinders opposite the head, each of said caps having a port to admit fluid under pressure to the related cylinder, and a manifold communicating with the cap ports to admit fluid under pressure concurrently to both cylinders to retract the piston rods.
- Retarder apparatus according to claim 13 wherein the tangential relation is presented by curved surfaces on the head engaging opposed surfaces of the cage.
- Retarder apparatus according to claim 14 wherein the tangential relation is presented by curved surfaces on the head engaging opposed surfaces of the cage.
- a railroad car retarder including a pair of elongated retarding elements on opposite sides of a traffic rail for applying retarding forces to opposite sides of a car wheel on the traffic rail, the improvement for suppressing noise characterized by at least one of the retarder elements having a bar attached thereto and secured in a recess therein, said recess affording a hori-' tered metal containing a particulate lubricant.
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Abstract
Description
Claims (17)
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US00248929A US3809188A (en) | 1972-05-01 | 1972-05-01 | Railroad car retarders |
CA167,820A CA970742A (en) | 1972-05-01 | 1973-04-03 | Railroad car retarders |
CA207,896*7A CA973855A (en) | 1972-05-01 | 1974-08-27 | Railroad car retarders |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US00248929A US3809188A (en) | 1972-05-01 | 1972-05-01 | Railroad car retarders |
Publications (1)
Publication Number | Publication Date |
---|---|
US3809188A true US3809188A (en) | 1974-05-07 |
Family
ID=22941309
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US00248929A Expired - Lifetime US3809188A (en) | 1972-05-01 | 1972-05-01 | Railroad car retarders |
Country Status (2)
Country | Link |
---|---|
US (1) | US3809188A (en) |
CA (1) | CA970742A (en) |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4088078A (en) * | 1976-06-04 | 1978-05-09 | Westinghouse Air Brake Company | Lubricating apparatus for reducing squeal noise of a railroad car wheel when passing through a car retarder |
US4267902A (en) * | 1978-11-16 | 1981-05-19 | Schweizerische Bundesbahnen (Bauabteilung Der Generaldirektion) | Railway car retarder |
US20050035243A1 (en) * | 2003-07-01 | 2005-02-17 | Braatz James D. | Hydraulic control and operation system for a railroad car retarder |
US20060260883A1 (en) * | 2005-05-19 | 2006-11-23 | Heyden Thomas J | Fail-safe, weight-responsive skate retarder |
US20110121089A1 (en) * | 2005-05-16 | 2011-05-26 | Central Japan Railway Company | Guard Rail Apparatus for Guiding Derailed Wheels |
US8899385B2 (en) | 2010-06-11 | 2014-12-02 | Precision Rail And Mfg., Inc. | Systems for retarding the speed of a railcar |
CN104192163A (en) * | 2014-09-24 | 2014-12-10 | 西安优势铁路新技术有限责任公司 | Horizontal pushing and clamping type two-cylinder double-side braking retarder actuator |
US9862368B2 (en) | 2014-03-11 | 2018-01-09 | Precision Rail And Mfg., Inc. | Systems for retarding the speed of a railcar |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2136370A (en) * | 1937-01-23 | 1938-11-15 | Raybestos Manhattan Inc | Method of making metallic inlaid friction surfaces |
US2217001A (en) * | 1937-01-23 | 1940-10-08 | Raybestos Manhattan Inc | Friction material |
US3321048A (en) * | 1965-03-29 | 1967-05-23 | Chicago Burlington & Quincy Ra | Abrasion rails for car retarder |
US3557910A (en) * | 1969-06-03 | 1971-01-26 | Abex Corp | Railroad car retarders |
US3716114A (en) * | 1971-11-08 | 1973-02-13 | Safety Skate Co Inc | Silencer for railcar retarders |
-
1972
- 1972-05-01 US US00248929A patent/US3809188A/en not_active Expired - Lifetime
-
1973
- 1973-04-03 CA CA167,820A patent/CA970742A/en not_active Expired
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2136370A (en) * | 1937-01-23 | 1938-11-15 | Raybestos Manhattan Inc | Method of making metallic inlaid friction surfaces |
US2217001A (en) * | 1937-01-23 | 1940-10-08 | Raybestos Manhattan Inc | Friction material |
US3321048A (en) * | 1965-03-29 | 1967-05-23 | Chicago Burlington & Quincy Ra | Abrasion rails for car retarder |
US3557910A (en) * | 1969-06-03 | 1971-01-26 | Abex Corp | Railroad car retarders |
US3716114A (en) * | 1971-11-08 | 1973-02-13 | Safety Skate Co Inc | Silencer for railcar retarders |
Cited By (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4088078A (en) * | 1976-06-04 | 1978-05-09 | Westinghouse Air Brake Company | Lubricating apparatus for reducing squeal noise of a railroad car wheel when passing through a car retarder |
US4267902A (en) * | 1978-11-16 | 1981-05-19 | Schweizerische Bundesbahnen (Bauabteilung Der Generaldirektion) | Railway car retarder |
US7140698B2 (en) * | 2003-07-01 | 2006-11-28 | Aaa Sales & Engineering Inc. | Hydraulic control and operation system for a railroad car retarder |
US20050035243A1 (en) * | 2003-07-01 | 2005-02-17 | Braatz James D. | Hydraulic control and operation system for a railroad car retarder |
US8485452B2 (en) * | 2005-05-16 | 2013-07-16 | Central Japan Railway Company | Guard rail apparatus for guiding derailed wheels |
US20110121089A1 (en) * | 2005-05-16 | 2011-05-26 | Central Japan Railway Company | Guard Rail Apparatus for Guiding Derailed Wheels |
US20110121088A1 (en) * | 2005-05-16 | 2011-05-26 | Central Japan Railway Company | Wheel Guard Device |
US8302877B2 (en) * | 2005-05-16 | 2012-11-06 | Central Japan Railway Company | Wheel guard device |
US7306077B2 (en) * | 2005-05-19 | 2007-12-11 | Aaa Sales + Engineering, Inc. | Fail-safe, weight-responsive skate retarder |
US20060260883A1 (en) * | 2005-05-19 | 2006-11-23 | Heyden Thomas J | Fail-safe, weight-responsive skate retarder |
US8899385B2 (en) | 2010-06-11 | 2014-12-02 | Precision Rail And Mfg., Inc. | Systems for retarding the speed of a railcar |
US9862368B2 (en) | 2014-03-11 | 2018-01-09 | Precision Rail And Mfg., Inc. | Systems for retarding the speed of a railcar |
US10279791B2 (en) | 2014-03-11 | 2019-05-07 | Precision Rail And Mfg., Inc. | Systems for retarding the speed of a railcar |
CN104192163A (en) * | 2014-09-24 | 2014-12-10 | 西安优势铁路新技术有限责任公司 | Horizontal pushing and clamping type two-cylinder double-side braking retarder actuator |
CN104192163B (en) * | 2014-09-24 | 2016-05-25 | 西安优势铁路新技术有限责任公司 | A kind of two oil cylinder horizontal sliding clamp type double-sided braking decelerator actuating unit |
Also Published As
Publication number | Publication date |
---|---|
CA970742A (en) | 1975-07-08 |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: ABC RAIL CORPORATION, A CORP. OF DE. Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:ABEX CORPORATION;REEL/FRAME:004811/0061 Effective date: 19870708 |
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AS | Assignment |
Owner name: SANWA BUSINESS CREDIT CORPORATION Free format text: SECURITY INTEREST;ASSIGNOR:ABC RAIL CORPORATION;REEL/FRAME:004873/0427 Effective date: 19871027 Owner name: FIRST NATIONAL BANK OF CHICAGO, THE Free format text: SECURITY INTEREST;ASSIGNOR:ABC RAIL CORPORATION;REEL/FRAME:004873/0427 Effective date: 19871027 |
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Owner name: FIRST NATIONAL BANK OF CHICAGO (CANADA), THE Free format text: SECURITY INTEREST;ASSIGNOR:ABC RAIL CORPORATION, A CORP. OF DE.;REEL/FRAME:005244/0446 Effective date: 19890801 |
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Owner name: ABC RAIL CORPORATION, A CORP OF DE. Free format text: RELEASED BY SECURED PARTY;ASSIGNOR:SANWA BUSINESS CREDTI CORPORATION;REEL/FRAME:005253/0307 Effective date: 19871027 |
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Owner name: AMERICAN NATIONAL BANK AND TRUST COMPANY OF CHICAG Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:FIRST NATIONAL BANK OF CHICAGO, THE A NATIONAL BANKINGASSOCIATION;REEL/FRAME:006399/0007 Effective date: 19920305 |
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Owner name: AMERICAN NATIONAL BANK AND TRUST COMPANY OF CHICAG Free format text: RELEASE BY SECURED PARTY;ASSIGNOR:FIRST NATIONAL BANK OF CHICAGO, THE;REEL/FRAME:006839/0663 Effective date: 19930930 Owner name: ABC RAIL CORPORATION, ILLINOIS Free format text: RELEASE BY SECURED PARTY;ASSIGNORS:AMERICAN NATIONAL BANK AND TRUST COMPANY OF CHICAGO;FIRST NATIONAL BANK OF CHICAGO, (CANADA), THE;REEL/FRAME:006891/0401 Effective date: 19930930 |