Abstract: A switch device for moving switch rails. The switch device includes a motor operatively coupled to move the switch rails into and between first and second positions. The motor is configured for electricity to flow therethrough along a first path and a second path. A first path relay has two normally open contacts each within the first path, where activating the first path relay closes the two normally open contacts thereof. A second path relay has two normally open contacts each within the second path, where activating the second path relay closes the two normally open contacts thereof. The motor moves the switch rails towards the first position when the first path relay is activated and the second path relay is deactivated, and the motor moves the switch rails towards the second position when the second path relay is activated and the first path relay is deactivated.

Abstract: A system for retarding a railcar. The system includes a brake and an actuator that moves the brake between a closed position in which the brake slows the railcar and an open position in which the brake does not slow the railcar. The system further includes a hydraulic circuit through which a hydraulic fluid flows between the actuator, a pump, and a reservoir. A variable speed motor drives the pump to supply the hydraulic fluid from the reservoir to the actuator. The variable speed motor is operable at a plurality of speeds between fully-on and fully-off states. A control system determines a speed setting within the plurality of speeds for operating the variable speed motor based on a pressure of the hydraulic fluid in the hydraulic circuit, the speed setting being determined such that the pressure is sufficient for operating the actuator.

Abstract: A system for retarding a railcar having wheels. The system includes a brake and an actuator that moves the brake between a closed position in which the brake contacts the wheels of the railcar and an open position in which the brake does not contact the wheels of the railcar. The system further includes a hydraulic circuit through which a hydraulic fluid flows between the actuator and a reservoir. A first pump is operably connected within the hydraulic circuit and configured to provide the hydraulic fluid to the actuator for operating the brake. A heat exchanger is operably connected within the hydraulic circuit and configured to cool the hydraulic fluid flowing therethrough. A second pump is operably connected within the hydraulic circuit and configured to provide the hydraulic fluid to the heat exchanger. The heat exchanger prevents the hydraulic fluid within the hydraulic fluid from exceeding a target operating temperature.

Abstract: A switch device for moving switch rails. The switch device includes a motor operatively coupled to move the switch rails into and between first and second positions. The motor is configured for electricity to flow therethrough along a first path and a second path. A first path relay has two normally open contacts each within the first path, where activating the first path relay closes the two normally open contacts thereof. A second path relay has two normally open contacts each within the second path, where activating the second path relay closes the two normally open contacts thereof. The motor moves the switch rails towards the first position when the first path relay is activated and the second path relay is deactivated, and the motor moves the switch rails towards the second position when the second path relay is activated and the first path relay is deactivated.

Abstract: 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.

Abstract: A cartridge assembly for a railroad retarder control system. The cartridge assembly includes a body having a top and a valve base and defining a bore. The bore has first and second bore diameters, and the body defines pilot air passages, an upper air passage, and a lower air passage. A traveling member is positioned within the bore and has first and second traveling diameters corresponding to the first and second bore diameters of the body, respectively. The traveling member is axially moveable within the bore between open and closed positions via pressure differentials within the pilot air passages. The traveling member is closer to the top of the body in the open position than in the closed position. The traveling member has a base seal configured to engage with the valve base in the closed position to prevent air from flowing between the upper and lower air passages.

Abstract: A cartridge assembly for a railroad retarder control system. The cartridge assembly includes a body having a top and a valve base and defining a bore. The bore has first and second bore diameters, and the body defines pilot air passages, an upper air passage, and a lower air passage. A traveling member is positioned within the bore and has first and second traveling diameters corresponding to the first and second bore diameters of the body, respectively. The traveling member is axially moveable within the bore between open and closed positions via pressure differentials within the pilot air passages. The traveling member is closer to the top of the body in the open position than in the closed position. The traveling member has a base seal configured to engage with the valve base in the closed position to prevent air from flowing between the upper and lower air passages.

Abstract: 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.

Abstract: The present invention pertains to an electro-pneumatic retarder control (EPRC) valve for a pneumatic retarder that controls the speed of railroad cars in a marshaling yard. The EPRC valve has a housing that generally encloses and protects its various components. The housing has a lid that can be opened to gain access to a control panel mounted on an interior door. The control panel includes a display, keyboard and programmable logic controller or PLC module that can be adjusted to set the desired pressure levels of the retarder. The EPRC valve has a modular pressure control assembly that includes an intake and exhaust manifold, a retarder supply and return manifold and several interchangeable control lines formed by like-shaped control valves and components. A pilot air control assembly enables the PLC module to selectively open and close the control valves and lines to deliver or release pressurized air to the retarder.

Abstract: The present invention pertains to an electro-pneumatic retarder control (EPRC) valve for a pneumatic retarder that controls the speed of railroad cars in a marshaling yard. The EPRC valve has a housing that generally encloses and protects its various components. The housing has a lid that can be opened to gain access to a control panel mounted on an interior door. The control panel includes a display, keyboard and programmable logic controller or PLC module that can be adjusted to set the desired pressure levels of the retarder. The EPRC valve has a modular pressure control assembly that includes an intake and exhaust manifold, a retarder supply and return manifold and several interchangeable control lines formed by like-shaped control valves and components. A pilot air control assembly enables the PLC module to selectively open and close the control valves and lines to deliver or release pressurized air to the retarder.

Abstract: A hydraulic control and operating system is provided for a railroad car retarder to control the movement of railroad cars in railroad classification yard. The system utilizes a double-acting hydraulic cylinder to operate the retarder mechanism and includes a hydraulic control circuit that provides protection against pressure spikes and high pressure excursions, high and low temperature excursions, low oil levels and oil filter fouling. The above system not only shuts itself down to prevent damage, but provides a warning to maintenance staff that service should be performed long before a need for system shut-down is required. The system includes a central operating panel in the rail yard control center, remote control panel located at the position of the retarder and the system can be connected for operation from a completely remote location.

Abstract: A easily rebuildable pneumatic cylinder for a railroad track switch operator utilizes a fiber-reinforced resin composite cylinder tube and a piston wear band of a composite material. The cylinder is easily disassembled for replacement of all of the seals and the rod bearing, along with the cylinder tube and wear band. All wear and replacement parts are identically used in both common types of pneumatic cylinders in present use.

Abstract: An improved cylinder head for a railroad track switch operator includes totally self-contained electronics and pneumatics for easy and direct replacement of a cylinder head on a prior art switch operator. The improved cylinder head has enhanced porting to improve air flow and speed of operation, a voltage control module permitting the unit to operate with either 24 volt or 12 volt line power, and recessed portions for covering or enclosing delicate and/or sensitive components for maximized protection in harsh outdoor installations.