| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 121 | Priority car sorting in railroad classification yards using a continuous multi-stage method | US09716300 | 2000-11-21 | US06418854B1 | 2002-07-16 | Edwin R. Kraft |
| A new method of sorting railroad cars in yards is presented, whereby outbound trains are built in proper standing order for departure directly on classification tracks, using a continuously sustainable multi-stage sorting process. During this process, cars are easily separated based on priority or according to their delivery time commitments, so connections of cars needing to go on a specific train can be protected. During second stage sorting operations, railcars may be inspected or repaired while they await outbound connections on classification tracks, effectively utilizing otherwise idle time and resulting in considerable savings in time required for railcars to pass through the yard. The need for a separate departure yard, along with the bottleneck “flat” switching operation at the departure end of the classification yard, is also eliminated. This sorting process may be implemented in a traditional rail yard setting, but it will yield even more benefit if accomplished in one of the specialized facility designs shown in the drawing figures. | ||||||
| 122 | Roll on-roll off piggyback bimodal terminal system | US869453 | 1997-06-05 | US5901649A | 1999-05-11 | Richard C. Hathaway; Mearl K. Bridges; John M. Barr; Donald R. Klein; Edmond S. Miksch |
| The invention is a system for transporting highway vehicles on railway vehicles. It has rail cars positionable relative to one another at an angle of at least about 50 degrees. Each car has a deck for highway vehicles. The system has a railroad terminal with a first track with switch(es) connected to spur(s) so trucks supporting a first set of car ends may be kept on the first track, while a second set of trucks supporting a second set of car ends is placed on the spur(s). The rail cars are thereby placed in a zig-zag configuration. For each of the rail cars, a truck supporting one end remains on the first track while a truck supporting the other end is placed on a spur. A vector parallel to the direction of travel of a truck along the tracks supporting it has a vector component of at least about 0.25 in a direction parallel to the centerline of a railway vehicle supported on the truck, so forces for moving rail cars into and out of the zig-zag configuration may be communicated by tension or compression along the rail cars. The terminal has a dock or ramp having an elevation about equal to the elevation of the rail cars so that highway vehicles may be driven or pulled onto or off the rail cars. The terminal has a roadway or other driveable path to an external highway system. | ||||||
| 123 | Conveyor trolleys | US36741 | 1979-05-07 | US4248157A | 1981-02-03 | Maurice Evans |
| A conveyor trolley for transporting articles along an elongated supporting rail and embodying dielectric supporting and retaining wheels and bumpers constituted and arranged so as to effectively electrically insulate the trolley and the article to be transported from such a rail and from members, such as other trolleys or stop members, on said rail. | ||||||
| 124 | Controllable distributing conveying systems | US879563 | 1978-02-21 | US4245561A | 1981-01-20 | Hans J. Krug |
| A controllable distributing conveying system for transporting people or goods is provided with stations which are arranged on a passive rail network and which include container loading-on positions, container off-loading positions, and container depots. Self-propelled controllable conveying units are movable between the stations and are fitted with pairs of running wheels for normal travel and for travel when being switched in and out and also have container-carrying surfaces separate from the drive section which are coupled by a universal joint member. Containers are loadable onto and off-loaded from the conveying units by means of loading and off-loading arrangements which have active locking members and unlocking members. These containers are held secure in all directions during travel, and are conductable to their destination by the shortest path by means of passive switching-in and switching-out arrangements, and these latter arrangements comprise rails, which the conveying units hold onto.In operation, at the time when the switching-out operation is to take place, the running wheels of the conveying units, intended for switching-in and-out travel, take hold on the switching-in or switching-out rails on the inside, the normal spacing of these rails being altered to the different spacing of the switching-out arrangement by curving the rails to this altered spacing, as a result of which the switching-in or switching-out wheels are forced to engage with switching-in and switching-out rails running parallel to the main rails. | ||||||
| 125 | Railway transportating system and apparatus therefor | US568348 | 1975-04-15 | US3991889A | 1976-11-16 | Robert E. Cox |
| A railway transportation system for express delivery of cargo anywhere in the system employs standard unit trains operating throughout the system, with the individual cars in the train carrying freight in containerized units which are automatically loaded and/or unloaded at main-line terminals, thereby enabling express, reserve-passenger handling of the freight units. The unit trains are each made up of a fixed number of cars each carrying one of the specially designed containers, with the cars being adapted to automatically unload and load the containers at compatible freight terminals having an unloading station on one side of and adjacent each car of the unit train and a loading station on the opposite side of and adjacent each car when the trains are positioned in the terminal. The terminals and/or trains may incorporate means compensating for slight misalignment of the cars relative to the adjacent loading and/or unloading stations, as well as for slight variations in train length due for example to temperature variations, and in car heights due for example to car load and load distribution variations. The containers are delivered to and picked up from their terminal stations in accordance with a controlled schedule operated on a reservation basis throughout the system. | ||||||
| 126 | Container overhead transfer and storage system | US269239 | 1972-07-05 | US3956994A | 1976-05-18 | Leonard D. Barry |
| This invention improves and extends the utility of the system disclosed in my U.S. Pat. Nos. 3,483,829 and 3,484,022 wherein containers are transferred to and from trains passing along under an overhead carrier and manually and/or automatically routed and stored; wherein my present improvement comprises: a reorganized and redesigned station with improved automatic container handling, storage and transfer for freight containers or trailers of a length and twice the length such as 20 and 40 ft. containers using storage spots, gantries, freight cars and carriers each for taking containers or trailers of either length; a low and/or high level double dip transfer run over the railway to dip the carriers level to transfer freight and passenger containers level between cars in a train passing under the dip and container carriers on the dip, the dip having a separate track down and up for front and rear trucks or wheels on carrier and automatic vertical switches for opening or bypassing this double dip and for switching carrier trucks to their respective tracks at top and bottom of the dip, safety dip bypass control, station with carrier track extending over a gantry for transfer of the long and short containers and trailers between stationary storage spots over which the gantry runs and the carriers above; the overhead transfer of both freight trailers and/or containers and passenger containers on the same transfer dip to and from the same train while passing the transfer dip; conveyors for moving passenger containers forward on car in train and to rear on carrier at station to simplify placement of containers, shielded open side passenger containers for quicker movement of people on car and at station; a subway type station for rapid transit public and private containers for passengers, freight, mail, express, etc. having carriers run parallel over conveyor to lift containers from carrier to move thereon from front to rear or therefrom for storage and reloading on carriers to insert in empty spots on cars in train traveling between stations; long transfer dip bottom between subway stations to reduce tunneling; two rows of passenger containers side by side per car both with or without center aisle for individual sized containers (six passenger) or/ and larger public or private passenger or freight containers, and buildings for these containers serving as hotel rooms, house containers, traveling offices, shops, concessions, storage, etc. | ||||||
| 127 | Retarder control system for automatic railroad classification yards | US489127 | 1974-07-17 | US3946973A | 1976-03-30 | Raymond J. Budway; George F. McGlumphy |
| A control algorithm developed for the master, intermediate, and group retarders of a classification yard enables control of the speed of car cuts in the switching area to achieve predetermined constant running times between the hump and the entrance into the assigned bowl track. Said another way, the retarders are controlled to maintain the same time spacing between cut centers, while moving through the switching area, as established by the humping rate. This reduces the number of misroutes due to catch-up with a preceding cut yet allows a constant humping speed. Various cut parameters, cut speeds, and curve and tangent track rolling resistances of each cut are measured and used as needed in determining the required exit for the cuts from the retarders. A different control algorithm for the tangent point regarders, one located in each bowl track, controls the speed of cuts assigned to that storage track, in accord with entry speed, cut parameters, track conditions, etc., in a manner to assure positive coupling, within a predetermined safe coupling speed range, to previously stored cars. In the preferred embodiment, a process control digital computer determines the required exit speeds and executes the tangent point retarder speed control using the developed algorithms. | ||||||
| 128 | Noise suppression system for car retarders | US43885874 | 1974-02-01 | US3874298A | 1975-04-01 | SMITH WILLIS R; TURNER DANIEL E |
| Railway classification yard noise is suppressed by spraying an oil-in-water emulsion, formed by admixing a high viscosity petroleum lubricating oil emulsion with water in a ratio of 30 : 1 to 50 : 1, water to oil, against the rail car wheels as they pass through the retarder.
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| 129 | Railroad car handling and classification apparatus | US3756159D | 1971-11-15 | US3756159A | 1973-09-04 | STERNAD W |
| A bridge movable in a pit transversely with respect to a plurality of parallel car receiving and classification tracks in a railroad yard is provided with a railroad track thereon extending parallel to the yard tracks and with a self-contained endless conveyor operable in opposite directions to pull cars onto the bridge and to push cars off of the bridge from and to receiving, classification or assembly tracks on either side of the bridge pit. A pair of oppositely directed coupling elements on the conveyor at such elevations and locations as to be engagable with standard, impact connection couplings on the opposite ends of a railroad car are used sequentially to engage one end of a car and to pull it onto the bridge from one direction and to engage the opposite end of the car and push it off of the bridge onto a classification or assembly track in the opposite direction; or, the car may be shuttled back to the same side of the pit from whence it came after the bridge is moved to a new track location, by simply reversing the direction of the coupling motion.
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| 130 | Conveyor systems | US3662906D | 1970-09-02 | US3662906A | 1972-05-16 | CHRISTENSEN SVEND |
| A conveyor system comprising a number of carrier vehicles each having a load supporting platform operable to receive articles to be conveyed, driving means for said vehicles, and means for guiding said vehicles along a predetermined track, said track extending past a feeding station and at least one unloading station, said feeding station adjacent said track having transfer means operable to transfer articles to said vehicles during presence of vehicles in said feeding station, said unloading station adjacent said track having means operable to effect unloading of said articles from the vehicles, said vehicles being provided with releasable coupling means operable to couple together two consecutive vehicles in such a manner that the load supporting platforms thereof form a substantially unbroken platform of a length bigger than that of the platform of a single vehicle, detector means being provided adjacent said feeding station for detecting the length of each article transferred to said vehicles, said detector means being operatively connected to actuator means for said coupling means so as to effectively provide coupling together of at least two consecutive vehicles in response to said detector means detecting the length of an articles under transfer from the feeding station to exceed the length of the platform of a single vehicle.
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| 131 | Freight transportation systems | US30974163 | 1963-09-18 | US3220359A | 1965-11-30 | TARA BANERJEA; EDDY IRA C |
| 132 | Vehicle transport car loading and unloading system | US36421564 | 1964-05-01 | US3215090A | 1965-11-02 | GIBBS SR LAWRENCE L |
| 133 | Center load container car | US76653258 | 1958-10-10 | US3096730A | 1963-07-09 | GUTRIDGE JACK E |
| 134 | Container car | US71699258 | 1958-02-24 | US2925792A | 1960-02-23 | FRAENKEL STEPHEN J |
| 135 | Container car | US56536456 | 1956-02-14 | US2837036A | 1958-06-03 | FRAENKEL STEPHEN J |
| 136 | Vehicle storage structure | US68629333 | 1933-08-22 | US2061420A | 1936-11-17 | ROY FRANCISCO FERRIS LE |
| 137 | Railway-car classification system | US22261727 | 1927-09-28 | US1744011A | 1930-01-14 | PRESCOTT CHARLES W |
| 138 | Yard system for wood-preservation plants | US21070727 | 1927-08-04 | US1675027A | 1928-06-26 | GRADY WILLIAM H |
| 139 | Automatic direction of traveling bodies | US42957220 | 1920-12-09 | US1583750A | 1926-05-04 | STOPFORD VENABLES ROBERT EDWAR |
| 140 | Railway locomotive terminal | US55362222 | 1922-04-17 | US1441699A | 1923-01-09 | SPENCER OTIS |
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