RETARDER DEVICES AND METHODS FOR SHIMMING RETARDER DEVICES FOR SLOWING RAILCARS

FIELD

The present disclosure generally relates to retarder devices for slowing railcars.

BACKGROUND

The following are incorporated herein by reference in entirety.

U.S. Pat. No. 4,393,960 discloses a brake shoe structure which includes a series of alternating long brake shoes and short brake shoes mountable on adjacent brake beams in a railroad car retarder. The length of the long brake shoe is such that the long brake shoe symmetrically straddles two adjacent brake beams. The length of the short brake shoe is such that the shoe occupies the spacing on the brake beams between two long brake shoes. The long brake shoes are affixable to each of the brake beams at at least two points. The brake shoes contain a plurality of slanting slots in their braking surfaces for interrupting harmonics procuring screeching noises during retardation. The brake shoes may be formed of steel or heat treatable ductile iron.

U.S. Pat. No. 7,306,077 discloses a fail-safe skate retarder that applies a braking force proportional to the weight of a rail car entering the retarder. Each segment of the retarder includes a lever mechanism with a pair of levers rotatably joined under the running rail. Each lever holds a braking rail for engaging a wheel of the car. The retarder is normally in a lower, fail-safe position with the brake rails closer together than the width of the wheel. When the car enters the retarder, the wheel forces the brake rails apart into a braking position, and the middle of the lever mechanism rises to lift the running rail and car. A hydraulic power unit and cylinder is activated to raise the middle of the lever mechanism even further to a release position so that the brake rails are spread apart more than the width of the wheel.

U.S. Pat. No. 11,352,032 discloses a universal retarder system for slowing a railcar on rails. The system includes a lever arm configured to be pivotable within a vertical plane, where the lever arm is configured to support a brake shoe. An engagement device is coupled to the lever arm and configured to pivot the brake shoe towards one of the rails. A disengagement device is coupled to the lever arm and configured to pivot the brake shoe away from the one of the rails. The lever arm, engagement device, and disengagement device are each positioned between the rails. Pivoting the brake shoe towards the one of the rails is configured to force the brake shoe into engagement with the railcar to slow the railcar.

SUMMARY

This Summary is provided to introduce a selection of concepts that are further described below in the Detailed Description. This Summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in limiting the scope of the claimed subject matter.

One aspect of the present disclosure generally relates to a retarder device configured for moving a braking rail to slow a railcar on a running rail. The retarder device is configured to be coupled to an actuator assembly. A lever pivotally couples the braking rail to the running rail. A block opposed the lever, the block having an engagement feature configured for operatively coupling the block to the actuator assembly. A biasing device is positioned between the lever and the block. The biasing device biases the lever to pivot to move the braking rail towards the running rail, wherein operating the actuator assembly compresses the biasing device for shimming the retarder device and/or for moving the braking rail away from the running rail.

In some examples, the biasing device is a coil spring that is sandwiched between the lever and the block. In further examples, a rod extends through the lever, the coil spring, and the block to maintain alignment therebetween.

In some examples, operating the actuator assembly moves the block towards the lever.

In some examples, the actuator assembly has an elongated member that extends from a first end to an opposite second end, the second end being configured to be coupled to the engagement feature of the block, and wherein the operating the actuator assembly forces the first end of the elongated member away from the lever to thereby compress the biasing device. In further examples, the actuator assembly further includes a cylinder coupled to the first end of the elongated member and positionable between the lever and the first end of the elongated member, and wherein operating the actuator assembly extends the cylinder to force the first end of the elongated member away from the lever and compress the biasing device.

In some examples, the block is a first block, further including a second block positioned between the biasing device and the lever, wherein the second block comprises an engagement feature configured for operatively coupling the second block to the actuator assembly. In further examples, the actuator assembly is pivotally coupled to the first block and slidably coupled to the second block.

In some examples, the lever is a first lever and the braking rail is a first braking rail, further including a second lever that pivotally couples the second braking rail to the running rail, wherein the biasing device is positioned between the first lever and the second lever, and wherein the retarder device is configured to be shimmed by positioning a shim between the second lever and the first block when the biasing device is compressed by the actuator assembly. In further examples, a shim is positioned between the second lever and the first block and coupled to the first block via a fastener.

Other aspects generally relate to methods for shimming retarder devices having a lever that moves a braking rail to slow a railcar on a running rail, the retarder devices each further including a block opposing the lever and a biasing device that pivots the lever to move the braking rail towards the running rail. The method includes operatively coupling an actuator assembly to the block and compressing the biasing device via operation of the actuator assembly. The method further includes coupling one or more shims such that the block is positioned between the one or more shims and the biasing device, then decompressing the biasing device, whereby the retarder device is shimmed by the coupling of the one or more shims to the block.

Some examples further include positioning an actuator assembly proximate the retarder device, and decoupling the actuator assembly from the block after coupling the one or more shims to the block and decompressing the biasing device.

Some examples further include operatively coupling the actuator assembly to the lever. In further examples, the actuator assembly comprises an elongated member that extends from a first end to an opposite second end, wherein the second end of the actuator is operatively coupled to the block, and wherein operating the actuator assembly forces the first end of the elongated member away from the lever to thereby compress the biasing device.

In some examples. the block is a first block and the retarder device further includes a second block positioned between the biasing device and the lever, wherein operatively coupling the actuator assembly to the first block comprises pivotally coupling an elongated member of the actuator assembly to the first block, further comprising slidably coupling the elongated member to the second block.

Some examples further include operating the actuator device to compress the biasing device to reduce braking by the braking rail on a railcar.

Some examples further include coupling the one or more shims to the block.

Other aspects generally relate to a retarder device configured for moving a braking rail to slow a railcar on a running rail. A lever pivotally couples the braking rail to the running rail. A block opposes the lever and a biasing device positioned between the lever and the block. The biasing device biases the lever to move the braking rail towards the running rail. An actuator assembly is operatively coupled to the block and the lever, wherein operating the actuator assembly compresses the biasing device such that the braking rail moves away from the running rail to thereby reduce braking for the railcar on the running rail.

In some examples, the lever is a first lever, the braking rail is a first braking rail, and the block is a first block. A second lever pivotally couples a second braking rail to the running rail. A second block opposes the second lever, wherein the biasing device is sandwiched between the first block and the second block and biases the second lever to move the second braking rail towards the running rail. The first block is configured to couple one or more shims thereto such that the one or more shims are positioned between the first block and the second lever, and wherein coupling the one or more shims to first block shim the retarder device to adjust a separation between the first braking rail and the second braking rail. In further examples, the biasing device is a coil spring, further including a rod that extends through the first lever, the second block, the coil spring, the first block, and the second lever to maintain alignment therebetween, and wherein the actuator is a hydraulic actuator that when operated forces a lower end of the first lever and the first block closer together while the rod extends through the first lever, the second block, the coil spring, the first block, and the second lever.

It should be recognized that the different aspects described throughout this disclosure may be combined in different manners, including those expressly disclosed in the provided examples, while still constituting an invention accord to the present disclosure.

Various other features, objects and advantages of the disclosure will be made apparent from the following description taken together with the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an isometric view of a retarder device mounting to braking rails and running rails according to the present disclosure.

FIG. 2 is a front view of a retarder device similar to those known in the art.

FIG. 3 is a bottom perspective view of a portion of a retarder device according to the present disclosure.

FIG. 4 is an exploded view of the retarder device of FIG. 3.

FIG. 5 is a front-left perspective view of a block and a shim from the retarder device of FIG. 3.

FIG. 6 is a front view of the block from FIG. 5 with the shim installed therein.

FIG. 7 is a front-right perspective view of the block of FIG. 5.

FIG. 8 is a rear-right perspective view of the block of FIG. 5.

FIG. 9 is a front view of the block from FIG. 5 without the shim installed therein.

FIG. 10 is a back view of the block from FIG. 5.

FIG. 11 is a top view of the block from FIG. 5.

FIG. 12 is a bottom view of the block from FIG. 5.

FIG. 13 is a left view of the block from FIG. 5.

FIG. 14 is a right view of the block from FIG. 5.

FIG. 15A is a left perspective view illustrating shimming of the retarder device of FIG. 3 with the shim and block shown in FIG. 5.

FIG. 15B is a left perspective view illustrating the retarder device of FIG. 3 with two shims coupled to the block.

FIG. 16 is a bottom perspective view illustrating an actuator assembly coupled to the portion of the retarder device shown in FIG. 3.

FIG. 17 is a front sectional view taken through the retarder device of FIG. 16 with one shim installed and a biasing device fully extended.

FIG. 18 illustrates the retarder device of FIG. 17 with the biasing device compressed via operation of the actuator assembly.

FIG. 19 illustrates the retarder device of FIG. 18 after an additional shim is installed and the biasing device is subsequently decompressed.

FIG. 20 illustrates one method for shimming a retarder device according to the present disclosure.

FIG. 21 is a front view of a shim such as shown in FIG. 6.

FIG. 22 is a side view of the shim of FIG. 21.

FIG. 23 is a top view of the shim of FIG. 21.

FIG. 24 is a bottom view of the shim of FIG. 21.

DETAILED DESCRIPTION

The present disclosure generally relates to retarder devices for slowing railcars, and in particular skate retarders. FIG. 1 shows a section of track having running rails 10 on which the railcar 12 rides (shown as only wheels for simplicity). A retarder device 2 is coupled to the running rails 10. Levers 40 pivotally coupled to the running rails 10 move braking rails 14 to slow the railcar 12 in a conventional manner. In particular, pressure is applied from one or more braking rails 14 (also known as abrasion rails) against the wheels of the railcar 12, whereby the rubbing therebetween causes the railcar 12 to slow. Additional information regarding the functionality of the retarder device 2 is provided below.

It should be recognized that the section of rail shown in FIG. 1 depicts two running rails 10, each of which having a pair of opposing braking rails 14 associated therewith. The opposing braking rails 14 rub on both sides of each wheel of the railcar 12, and likewise, braking is provided for the wheels on each of the running rails 10. For brevity, the retarder devices and methods disclosed herein may be described for a single running rail 10 having a single braking rail 14 associated therewith, whereby these teachings apply to any number of running rails 10 and any number of braking rails 14.

FIG. 2 illustrates a retarder device similar to those conventionally known in the industry. By way of example, Precision Rail and Manufacturing of Oak Creek, WI produces AR-2 and F4 models of skate retarders. The running rails 10 may be conventional rails generally shaped as an I-beam having a first section 16 spanning a width W1 and height H1, a second section 18 spanning a width W2 and a height H2, and a narrowed third section 20 therebetween, which spans a width W3 and a height H3. Specifically, sides 22 of the running rails 10 within the third section 20 are set inwardly by a depth 24 from sides 26 of the first section 16, and likewise are set inwardly from sides 28 of the second section 18. The running rails 10 are supported by ties 32 that rest upon track ballast 34 (rock) on the ground. The ties 32 are also surrounded by and/or at least partially buried with this ballast.

The braking rails 14 may be structured in the same manner as the running rails 10, but are oriented differently such that the first sections 16 face the sides of the wheels of the railcar 12. The structures that moveably support these braking rails 14 are discussed further below. In certain examples (see FIG. 1), the second section 18 extends only to one side of the third section 20 with the braking rails 14, thus resembling more of a J-shape.

Each of the braking rails 14 is pivotally coupled to one of the running rails 10 via a lever 40, which may be configured in a conventional manner as shown in FIG. 2. The running rails 10 and the braking rails 14 each extend in a generally longitudinal direction LON. Each lever 40 extends from a top 42 to a bottom 44 (oriented here in a vertical direction VER, from an inward side 46 to an outward side 48 (oriented here in a transverse direction TRA), and from a first end 50 to a second end 51 (oriented here in the longitudinal direction LON). It should be recognized that the longitudinal direction LON, transverse direction TRA, and vertical direction VER are orientated perpendicularly to each other.

The levers 40 of FIG. 2 are also shown in the retarder device 2 of FIG. 4, which as discussed above may be conventionally known levers, such as model numbers AR2-0120 and AR2-1363 produced by Precision Rail and Manufacturing. With reference to FIGS. 2 and 4, a first plate 49 is provided at the top 42 of the lever 40, which faces generally upwardly for coupling the lever 40 to one of the braking rails 14 (e.g., via fasteners such as bolts and nuts). A second plate 54 is also provided at the bottom 44 of the lever 40, which as discussed below operatively engages with a biasing device 64 that biases pivoting of the lever 40 to move the braking rail 14 towards the running rail 10 to provide braking for the railcar 12. A raised arch 53 extends from the second plate 54, which is configured to help align and retain the biasing device 64 to the lever 40.

An opening 55 extends through the lever 40 between the first end 50 and the second end 51 at a position between the top 42 and the bottom 44. The lever 40 is pivotally coupled to the running rail 10 via a pin, rod, or other structure extending through this opening 55. In particular, the lever 40 is pivotally coupled to the running rail 10 via a bracket 52 (shown here as a clevis bracket, also referred to as a hanger) that is coupled to the running rail 10 (e.g., via fasteners such as bolts and nuts). The bracket 52 is coupled to the third section 20 of the running rail 10. The lever 40 is sandwiched between cars 56 of the bracket 52 such that the opening 55 through the lever 40 aligns with openings 58 in the bracket 52. A pin 60 extends through the openings 58 in the bracket 52 and the opening 55 in the lever 40 such that the lever 40 is pivotable about the pin 60. Cotter pins (not shown) are receivable in openings 62 near the ends of the pin 60 to retain the pin 60 in position within the bracket 52 in a conventional manner.

In configurations in which there are two braking rails 14, as shown, it should be recognized that two levers 40 are pivotally coupled to the same running rail 10 via two clevis brackets 52 coupled to opposites sides 22 of the third section 20 running rail 10. A biasing device 64 (e.g., a conventional 11″, 5-ton coil spring) is positioned between the second plates 54 provided at the second ends 44 of the two levers 40 that pivotally couple these two braking rails 14 to the running rail 10. The biasing device 64 extends between a first end 65a and a second end 65b spanning a distance D2 therebetween.

A rod 66 extends through openings 68 in the second plates 54 and through the biasing device 64 to retain the biasing device 64 in position between the lower ends of the two levers 40. In the example shown, the rod 66 is a bolt having a fixed head 70 at one end and threads 72 at an opposite end. One or more openings 74 extend through the rod 66 within the threads 72. The rod 66 is configured such that a castle nut 76 is threaded onto the threads 72 to prevent the rod 66 from being removed from the levers 40. A cotter pin 78 is extended through one of the openings 74, as well as one of the castellations in the castle nut 76, to prevent the castle nut 76 from loosening.

With reference to FIG. 2, one or more conventional shims 80 are positioned between the biasing device 64 and one or more of the levers 40 (shown here to have multiple shims 80 at each side). Examples of conventional shims include model numbers AR2-0240, AR2-0241, AR2-0250, and AR2-0252) produced by Precision Rail and Manufacturing. Some shims are entirely enclosed (e.g., being donut shaped), whereas others have a side opening that allows radial installation onto a rod. In this manner, the shims 80 are positioned proximate the inward side 46 of the levers 40 (i.e., the side facing the opposing lever). One or more washers 82 are positioned on the outward side 48 on the rod 66 (i.e., the side facing away from the opposing lever). Conventional retarder devices can be shimmed to adjust a distance D1 between the braking rails 14 (as pivoted by the biasing device 64, and without a railcar 12 positioned therebetween) to thereby adjust the braking force provided by the retarder device. This allows the operator to accommodate for wear on the braking rails 14, different yard setups (e.g., differences in the speed of incoming railcars), and the like. It should be recognized that adding shims 80 between the levers 40 decreases the distance DI between the braking rails 14 (i.e., by pivoting the second sides 44 of the lever 40 further apart), and vice versa. Since the length of the rod 66 remains fixed, washers 82 must be added or removed in opposition to the removal or addition of shims 80.

Regulations and safety standards require the distance D1 to be checked on a frequent basis to ensure that the retarder device is provided adequate braking. However, the distance D1 also cannot be too small, which may not allow the wheel to force the braking rails 14 apart as the railcar moves down the track. For example, for a wheel width of 5¾″ (in the transverse direction TRA), the go, no-go requirements for a retarder device may be a “no-go” for any distance less than 5 inches. Pressure measurements may also be taken when the braking rails 14 are forced apart to a distance of 5¾″ (e.g., requiring 9000 psi at a center point of a braking rail 14). Moreover, because each braking rail 14 may be pivotably coupled to the running rail 10 (and moveable) multiple levers 40, each being independently shimmable, the testing and shimming of one lever 40 impacts the testing and shimming of others. In other words, when shimming adjustments must be made, the shims of all levers 40 coupled to one braking rail 14 must be removed and reset (which may be nine levers 40 per braking rail 14, for example). Consequently, adjusting the distance D1 between a single pair of braking rails 14 typically takes an operator at least 4-5 hours to complete.

The present inventors have recognized that the presently known methods for shimming are very time consuming, inefficient, and labor intensive. Whenever a pair of braking rails 14 require adjustment, the rods 66 of all levers 40 coupled thereto must be removed to install a conventional shim having a donut shape, such as Precision Rail and Manufacturing's AR2-250 shim. This allows the operator to remove and/or position any additional shims 80 between the biasing device and the levers 40 to achieve the intended distance DI between the braking rails 14. Most conventional shims are shaped as rings having arcs that are nearly completely circular, but provide a small gap for sliding onto the rod 66. The shims typically have thicknesses of ⅛″ or ¼″, but may be larger (e.g., castings) for especially large shimming needs, such as 5/16″ or ⅝″ shimming needs. In the case of shims having side openings, operators routinely find that the shims have rotated and wiggled themselves loose during use, falling to the ground. In this case, the shims are not performing the intended function of shimming and thus the retarder device is likely not provided the intended braking force.

Additionally, the present inventors have recognized that simply gaining access to perform this at least 4-5 hour shimming process across 9 or more pairs of levers 40 is challenging and labor intensive. In particular, the biasing device 64 is routinely at least partially buried in track ballast rocks, as discussed above. Therefore, the operator must shovel away the large rocks from each of these level 40 pairs simply to gain access from below to remove the rod 66 and the shims 80, as well as to position the new shims 80. The rocks must then be shoveled back again, only to repeat the process the next time that a shimming adjustment is needed.

FIGS. 3 and 4 show a retarder device 2 according to the present disclosure, which advantageously reuses many of the components of conventional retarder devices (similar to that of FIG. 2), but solves the problems discussed above. In particular, as discussed further below, the retarder device 2 can be shimmed without needing to remove the rod 66, with greater speed, and with greater case. The retarder device 2 uses the same two levers 40 described above for pivotally coupling the braking rails 14 to the running rail 10, specifically via the same brackets 52. The rod 66 extending through the levers 40 and the biasing device may also be the same as described above, as well as the castle nut 76. However, blocks 90 are now positioned to oppose the levers 40, specifically being positioned between the biasing device and the inward sides 46 of the levers 40.

It should be recognized that since the levers 40 are the same as those conventionally used, as well as the braking rails 14 and the required distance DI therebetween, the distance between the bottoms 44 of the levers 40 is also approximately the same as for conventional retarder devices. Thus, to accommodate for the addition of the blocks 90 between the second plates 54 at the bottoms 44 of the levers 40, a biasing device 64′ with having a shorter distance D2 between the first end 65a′ and the second end 65b′ is used.

With reference to FIGS. 5-8, additional detail is now provided for the blocks 90 shown in FIGS. 3 and 4. Each of the blocks 90 extends from a top 92 to a bottom 94 (oriented here in the vertical direction VER, from an inward side 96 to an outward side 98 (oriented here in the transverse direction TRA), and from a first end 100 to a second end 102 (oriented here in the longitudinal direction LON). Openings 104 extend through the blocks 90 between the inward side 96 and the outward side 98, though which the rod 66 extends. A recess 105 also extends into the outward side 98 of the block 90. The recess 105 forms a cylindrical shape that is coaxially aligned with the generally circular shape of the opening 104, the recess 105 having a greater diameter than that of the opening 104. The recess 105 is configured to receive the arc 53 extending from the inward side 46 of the lever 40 therein when the block 90 is positioned proximate the lever 40.

Trunnions 106 (also referred to as engagement features, discussed further below) extend perpendicularly away from both the first end 100 and the second end 102 from approximately a midpoint between the top 92 and the bottom 94. Openings 107 extend through the trunnions 106 and are configured to receive cotter pins 109 or other mechanisms therein, as discussed below. Projections 108 extend perpendicularly from the outward sides 98 of each block 90, one at each of the upper corners where the top 92 meets the first end 100 and meets the second side 102, respectively. The projections 108 extend outwardly from the outward sides 98 a distance 109 (FIG. 8). The projections 108 having mating surfaces 110 that are angled approximately 45 degrees relative to the top 92 of the block 90. The mating surfaces 110 are configured to be supported on an outer perimeter 112 (FIG. 4) of the second plate 54 of the inward side 46 of the lever 40. As such, the projections 108 allow the blocks 90 to hang from the second plates 54 of the levers 40 for support and alignment (i.e., coaxially aligning the opening 104 in the block 90 to the opening 68 in the lever 40).

With continued reference to FIGS. 5-8, additional projections 114a, 114b also extend perpendicularly from the outward sides 98 of each block 90, which are positioned proximate the bottom 94 of the block. The projection 114a extends outwardly a distance 115a that is less than a distance 115b that the projection 114b extends outwardly. The distance 115b that the projection 114b extends outwardly is substantially similar to the distance 109 that the projections 108 extend. The projections 114a, 114b, as well as the projections 108, are tapered or chamfered at the ends thereof for case of adding shims 140, discussed below.

In the example shown, the projections 114a, 114b form arcs that are generally centered with the opening 104 through the block 90. A gap 116 is formed between inner sides 117 of the projections 114a, 114b. The gap 116 is centered between the first end 100 and the second end 102 to be directly below the central axis of the recess 105 and the opening 104. The gap 116 has a width 118 configured to position a tab 154 of a new type of shim 140 therebetween, as discussed further below.

The first end 100 and the second end 102 of the block 90 taper inwardly towards the bottom 95 of the block 90, forming an extension 120. An opening 122 extends through the extension 120 of the block 90 between the inward side 96 and the outward side 98, which is discussed further below.

Further projections 124 also perpendicularly from each block 90 and are positioned proximate the bottom 94, but from the inward side 96. The projections 124 extend outwardly a distance 125. The projections 124 also form arcs that are generally centered with the opening 104 through the block 90, along with a portion that extends down the extension 120 to the bottom 94 of the block 90. A gap 126 is formed between inner sides 128 of the projections 124, spanning a width 127. The gap 126 is centered between the first end 100 and the second end 102 to be directly below the central axis of the recess 105 and the opening 104. The inner sides 128 and the gap 126 therebetween are configured to generally correspond to a head 130 of a fastener 132 (e.g., a square-headed bolt or pin) therebetween to prevent rotation of the fasteners 132 within the opening 122 in the extension 120 of the block 90.

With continued reference to FIGS. 5-8, the blocks 90 are configured such that shims 140 may be added between the blocks 90 and the levers 40 as needed to adjust the distance between the braking rails 14. However, the shims 140 presently disclosed are distinct from those presently known in the art (e.g., the shims 80 of FIG. 2). The shims 140 are generally Y-shaped having two upper members 142 and tapering inwardly to a lower member 144. The shim 140 thus extends between a top 146 and a bottom 148 (oriented here in the vertical direction VER), between sides 150 (oriented here in the longitudinal direction LON), and between sides 152 (oriented here in the transverse direction TRA). A tab 154 is formed at the bottom 148 between the sides 150, which span a width 156 that corresponds to the gap 116 between the projections 114a, 114b of the outward sides 98 of the block 90.

A square-shaped gap 160 is formed between the two upper members 142, which is configured such that the rod 66, as well as the arc 78 of the lever 40, may be positioned therein without interference. An opening 155 extends through the tab 154 of the shim 140, which is configured to receive the fastener 132 therethrough to prevent rotation of the shim 140 relative to the block 90. Additional views of the block 90 are also provided in FIGS. 9-14.

FIGS. 15A-15B show how a shim 140 is added to the block 90 (after the block 90 is moved away from the lever 40, as described further below). In particular, the upper members 146 of the shim 140 are moved toward the rod 66 such that the rod 66 is centered therebetween. The tab 154 at the bottom 148 of the shim 140 is initially aligned approximately with the projection 114a of the block 90. As discussed above, the projection 114a extends from the block 90 a lesser distance than the other projections (e.g., projections 114b, 108). This permits the tab 154 of the shim 140 to move past the projection 114a until the rod 66 is positioned within the gap 160 between the upper members 146. Once the shim 140 has been fully inserted, it is rotated approximately about the rod 66 until the side 150 of the tab 154 abuts the projection 114b. During this same rotation, mating surfaces 164 at the top 146 of the upper members 142 slide into engagement with the mating surfaces 110 of the projections 108. In particular, the mating surfaces 164 and the mating surfaces 110 are configured to have a ramped relationship such that the top 146 of the upper members 142 bind with the projections 108 to resist rotation of the shim 140 relative to the block 90 when the shim 140 is fully rotated as shown in FIG. 6. In certain examples, the mating surfaces 164 are angled approximately 45 degrees relative to the remaining portion of the sides 150 of the upper members 142 (and thus approximately 45 degrees relative to the vertical direction VER in the orientation shown). In further examples, the sides 150 of the upper members 142 have a curved transition 166 (FIG. 6) leading into the mating surface 164 to case the transition into binding with the mating surface 110 of the projection 108 of the block 90. Likewise, a corner 168 between the mating surface 110 and the top 146 of the upper member 142 prevents over-rotation of the shim 140 relative to the block 90.

When the shim 140 is positioned in this manner, the opening 155 in the tab 154 of the shim 140 aligns with the opening 122 in the block 90. As discussed above, the inner sides 128 of the projections 124 from the inward side 96 of the block 90, and the gap 126 therebetween, are configured to generally correspond to the head 130 of the fastener 132. This allows the operator to insert the fastener 132 from the inward side 96 of the block 90, then through the shims 140, such that the end opposite the head 130 is easily accessible from the outward side 98 of the block 90 (which the present inventors have recognized to be more convenient and ergonomic). The fasteners 132 include openings 133 therethrough configured to receive a cotter pin 135 or other mechanism to retain the fastener 132 in place, similar to the rod 66 as discussed above. In this manner, substantially all of the work needed to add and retain shims 140 between the biasing device 64′ and the lever 40 (e.g., FIG. 4) can be advantageously performed from the outward size 98 of the block 90. Moreover, unlike the shims presently known and used in the art, the presently disclosed shims 140 cannot shake loose, being retained in place not only by the interactions between the projection 114b and the tab 154 and the interactions between the projections 108 and the upper members 142, but also fasteners 132 extending through the block 90. Conventional washers 82 may still be removed or added as shims 140 are added and removed, specifically being used in the manner discussed above.

As discussed above, the presently disclosed retarder device 2 allows the operator to shim the device without needing to disassemble the biasing device 64 and rod 66 as required for retarder devices known in the art (e.g., similar to FIG. 2). To do this, space must be provided between the biasing device and the lever 40, in this case between the block 90 and the lever 40. With reference to FIGS. 4 and 16-17, the retarder device 2 includes an actuator assembly 170 that compresses the biasing device 64′ while the rod 66 remains in place. As described further below, this creates a space between the block 90 and the lever 40 in which the retarder device 2 may be shimmed in the manner described above. Moreover, the space is particularly created between the block 90 and the lever 90 nearest the end of the rod 66 having the castle nut 76. This advantageously provides that the operator can access both the block 90 for shimming and the castle nut 76, which allows washers 82 to be removed as shims 140 are installed. As also described below, the actuator assembly 170 compressing the biasing device 64′ also causes the levers 40 to pivot such that the braking rails 14 move away from the running rail 10, effectively opening or reducing the braking provided by the retarder device 2.

The actuator assembly 170 includes a linear actuator 172, which may be operable hydraulically, pneumatically, mechanically, and/or electromechanically. In the example shown in FIGS. 4 and 16, the linear actuator 172 is a hydraulic actuator operable to extend and retract a piston 174 from a cylinder 176. By way of example, the hydraulic actuator may be Hydraulic Cylinder model number RC-102 produced by Enerpac Tool Group Corp. of Menomonee Falls, WI. A cupped head 178 is coupled to the end of the piston 174, which has a cylindrical cavity 180 having a depth 182 and a diameter 184 (FIG. 17). By way of example, the cupped head 178 may be Saddle model number Cats12 produced by Enerpac Tool Group Corp. The cupped head 178 is configured to be positioned against the outward side 48 of the lever 40 (or a washer 82 positioned against the outward side 48) such that the head 70 of the rod 66 extending through the levers 40, the blocks 90, and the biasing device 64′ is positioned within the cavity 180. The depth 184 of the cavity exceeds that of the head 70 of the rod 66 such that when the linear actuator 172 is operated, a perimeter 186 of the cupped head 178 applies a force to the lever 40 rather than to the rod 66. The cupped head 178 also has sufficient space relative to the head 130 of the fastener 132 such that the piston 174 may be actuated in a direction that is not parallel to the rod 66. This is particularly advantageous as the lever 40 pivots and there is play between the lever 40 and the rod 66. In other words, the actuator assembly 170 is configured to perform the functions disclosed herein across the full range of pivot angles of the lever 40.

A mounting bracket 188 is coupled to the cylinder 176 of the linear actuator 172 an opposite end from the piston 174. The mounting bracket 188 extends between a top 190 and a bottom 192, between a front 194 and a back 196, and between sides 198. Trunnions 200 extend perpendicularly away from each of the sides 198. Openings 202 extend through the trunnions 200 and are configured to receive cotter pins 204 or other mechanisms therein, as discussed below. In the example shown, the trunnions 200 are spring-loaded, specifically being biased outwardly as shown but being retractable into the mounting block 188 as a “quick release” system for simplified installation of the linear actuator 172 within the openings 218 in the bars 206. Pins 199 are coupled to the trunnions 200, respectively, whereby pinching the pins 199 inwards toward each other opposes the springs and draws the trunnions 200 into the mounting bracket 188. In configurations in which the linear actuator 172 is meant to be permanently coupled for an operable braking system, as opposed to being used as a tool for shimming, the trunnions 200 may be fixed (e.g., not requiring or desiring simple removable from the bars 206).

With continued reference to FIGS. 4 and 16-17, the actuator assembly 170 further includes bars 206 (also referred to as elongated members) that extend between first ends 208 and second ends 210, an inside 212 and outside 214, and edges 216. First openings 218 extend through the bars 206 proximate the first ends 208, as well as second openings 220 proximate the second ends 210. The first openings 218 and the second openings 220 have generally circular shapes. An elongated slot 222 also extends through the bars 206, in certain examples being positioned closer to a midpoint between the first end 208 and the second end 210 than to either the first end 208 or the second end 210.

The first opening 218 of each of the bars 206 is configured to position one of the trunnions 200 of one of the mounting bracket 188 therein. A washer 224 is positioned over the trunnion 200 and a cotter pin (not shown) is inserted through the opening 202 in the trunnion 200 to retain the washer 224 and the bar 206 against the block mounting bracket 188. The bars 206 are thus pivotally coupled to the mounting bracket 188 and thus fixed relative to the cylinder 176 of the linear actuator 172.

The second opening 220 of each of the bars 206 is configured to position the trunnion 106 of one of the blocks 90 therein, and particularly the block farthest from the linear actuator 172. A washer 224 is positioned over the trunnion 106 and a cotter pin 226 is inserted through the opening 107 in the trunnion 106 to retain the washer 224 and the bar 206 against the block 90. The bars 206 are thus pivotally coupled to the block 90 farthest from the linear actuator 172. It should be recognized that engagement features other than trunnions are also contemplated, including the threaded openings in the block that receive bolts extending through the bars, for example.

The elongated slot 222 of each of the bars 206 is configured to position the trunnion 106 of the other block 90 therein, particularly the block closest to from the linear actuator 172. A washer 224 is positioned over the trunnion 106 and a cotter pin 226 is inserted through the opening 107 in the trunnion 106 to retain the washer 224 and the bar 206 against the block 90. The bars 206 are thus slidably coupled to the block 90 closest to the linear actuator 172, whereby the trunnion 106 is permitted to slide within the elongated slot 222.

It should be recognized that although the elongated slot 222 permits sliding movement of the trunnion 106 therein, this engagement prevents movement of the bar 206 relative to the block 90 in other directions (e.g., vertically). Therefore, the collective engagement between the trunnions 106 of the blocks 90 limits the movement of the bar 206 to only that in the transverse direction TRA.

As discussed above, the cupped head 178 coupled to the piston 174 of the linear actuator 172 abuts the outward side 48 of the second plate 54 at the bottom of one of the levers 40 (in certain examples indirectly). Therefore, operating the linear actuator 172 to extend the piston 174 relative to the cylinder 176 causes the cylinder 176 and the mounting bracket 188 to move away from the lever 40. Since the bars 206 are pivotally coupled to the mounting bracket 188, the bars 206 also move in the transverse direction TRA such that the first ends 208 of the bars 206 move away from the lever 40. Further, since the bars 206 are also pivotally coupled to the farther of the two blocks 90, this block 90 is pulled in the transverse direction TRA, thereby compressing the biasing device 64′. The other block 90 (i.e., that positioned closer to the linear actuator 172) may remain substantially stationary as the trunnion 106 slides within the bars 206.

FIG. 18 shows the same retarder device 2 of FIGS. 16 and 17, but now with the biasing device 64′ compressed from operation of the linear actuator 172 as discussed above. It can be seen that a space 238 has now been created between the block 90 farthest from the linear actuator 172 and the lever 40 closest to the linear actuator. This allows the operator to add one or more shims 140 in the manner described above, then to reverse operation of the linear actuator 172 to decompress the biasing device 64′ once shimming is complete (FIG. 19).

As stated above, this permits all shimming actions to be made on one side of the retarder device 2, specifically the side on which the linear actuator 172 is positioned. This allows an operator to conveniently and ergonomically use the actuator assembly 170 as a tool for shimming a retarder device that otherwise does not include hydraulic of other force generating equipment for braking. In other words, by adding the blocks 90 and alternative biasing device 64′ to an otherwise conventional retarder device, the new retarder device 2 then enables the operator to use the actuator assembly 170 for safe, easy, and fast shimming as needed. The same actuator assembly 170 can then be decoupled from the blocks 90 to be used again at a different time and/or location.

FIG. 20 depicts one example of a method 300 for shimming a retarder device having a lever that moves a braking rail to slow a railcar on a running rail according to the present disclosure, whereby the retarder device includes a block opposing the lever and a biasing device that pivots the lever to move the braking rail towards the running rail. The mechanisms by which these steps are executed may be those described above. Step 302 provides operatively coupling an actuator assembly to the block, such as via a bar and trunnion arrangement as discussed above. Step 304 provides for compressing the biasing device via operation of the actuator assembly, then coupling one or more shims such that the block is positioned between the one or more shims and the biasing device in step 306. In step 308, the biasing device is decompressed, thereby shimming the retarder device is provided by the coupling of the one or more shims.

The present inventors have identified a further benefit to the presently disclosed systems and methods. In particular, the same actuator assembly 170 that can be used as a helpful tool in the manner described above can be used to permanently configure the retarder device 2 as a powered retarder device. The actuator assembly 170 can be operated to compress the biasing device 64′ even when shimming is not necessary. When the biasing device 64′ is compressed, it should be recognized that the biasing device 64′ results in less braking force of the braking rails 14 pivotally coupled to the levers 40 being moved inwardly towards the running rail 10 (and each other). Thus, the actuator assembly 170 can be operated to either reduce the braking force of the retarder device 2, and/or to open the braking rails 14, such as to permit a railcar to be moved therethrough. In other words, the retarder device 2 can also be used to convert a conventional, non-powered skate retarder to a powered skate retarder.

The present inventors have recognized that this not only reduces unnecessary wear and tear on the braking rails 14 when braking is not needed, but also reduces the high decibel sounds produced by the wheels unnecessarily rubbing the braking rails 14. Furthermore, by allowing railcars to pass through open (or more open) braking rails 14, the time period between needing to re-shim increases, further extending the savings in time and cost of implementing the presently disclosed systems and methods. Since control of actuators to open braking rails is known for other types of powered retarder devices, additional control details are not provided here for the sake of brevity.

The present inventors have identified further advantages to the presently disclosed retarder devices 2. As discussed above, conventional retarder devices can be upgraded to the retarder devices 2 disclosed herein (e.g., adding blocks and a shorter biasing device) ad hoc as shimming is needed, allowing the operator to use an actuator assembly to simplify the process. This requires only a modest investment and affords immediate benefits in saved time and effort, as well as increased safety. However, it also enables the yard owners to later upgrade to a powered retarder system by simply permanently installing actuator assemblies rather than using them as tools for shimming. In this manner, the yard owners may upgrade to powered retarders over time, as well as allowing them to spread out the cost.

FIGS. 21-24 depict further views of the shim 140 described above and shown in FIG. 5. As depicted for the example shim 140, angled faces 400 may be provided for case of use (e.g., being ramped to aid in rotation of the shim 140), case of manufacturing, and/or a reduction of material, such as between the tops 146 of the upper members 146 and inner faces 402 of the shim 140 forming the gap 160. Likewise, rounded corners 404 may be provided between different faces of the shim 140, such as between the inner faces 402 and the lower face 406 forming the gap 160.

This written description uses examples to disclose the invention, including the best mode, and also to enable any person skilled in the art to make and use the invention. Certain terms have been used for brevity, clarity, and understanding. No unnecessary limitations are to be inferred therefrom beyond the requirement of the prior art because such terms are used for descriptive purposes only and are intended to be broadly construed. The patentable scope of the invention is defined by the claims and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have features or structural elements that do not differ from the literal language of the claims, or if they include equivalent features or structural elements with insubstantial differences from the literal languages of the claims.

RETARDER DEVICES AND METHODS FOR SHIMMING RETARDER DEVICES FOR SLOWING RAILCARS

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