| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 101 | Aerodynamic control system and method | US14690008 | 2015-04-17 | US09550535B2 | 2017-01-24 | Matthew John Malone; Gregory Wright |
| An aerodynamic control system includes a skirt assembly configured to be disposed between plural vehicles in a vehicle system formed from the plural vehicles with the vehicles separated by a spatial gap in the vehicle system. The skirt assembly can include a bladder configured to be inflated with a fluid by a fluid source disposed onboard the vehicle system to cause the skirt assembly to expand between the vehicles from a collapsed state to an expanded state such that the skirt assembly at least partially fills the spatial gap between the vehicles. The skirt assembly can reduce aerodynamic drag exerted on the vehicle system during movement of the vehicle system relative to the vehicle system moving without the skirt assembly in the expanded state. | ||||||
| 102 | RAILCAR HEAD STRUCTURE | US14908632 | 2014-07-17 | US20160167679A1 | 2016-06-16 | Atsushi SANO; Naoaki KAWAKAMI; Naohiro YOSHIDA; Shinichiro HATA; Seiichiro YAGI; Masayuki TOMIZAWA |
| A railcar head structure includes: a roof bodyshell positioned above a driver's cab window; and an underframe. The underframe includes: a pair of side sills; and a center sill located between the side sills and extending in a car longitudinal direction. A collision post is erected on a tip end of the center sill. A pillar is provided at the driver's cab window and extends so as to divide the driver's cab window. The pillar includes one end joined to the collision post and the other end joined to the roof bodyshell and couples the roof bodyshell and the collision post to each other. | ||||||
| 103 | CURVED PLATE FOR RAILCAR BODYSHELL, FRONT CAR BODYSHELL, AND METHOD OF MANUFACTURING CURVED PLATE FOR RAILCAR BODYSHELL | US14442826 | 2013-10-24 | US20150307114A1 | 2015-10-29 | Kazumasa INABA; Masaki KAYUKAWA; Kimihiro KOURA; Kenji WAKI |
| A curved plate for a railcar bodyshell includes: a plate main body including an outer surface facing an outside of a railcar and an inner surface facing an inside of the railcar and the plate main body having a curved shape; and reinforcing ribs projecting from the inner surface of the plate main body toward the inside of the railcar. At least two of the plurality of the reinforcing ribs include machining reference surfaces formed on a same plane as reference surfaces used when machining an outer surface of the plate main body. At least one of the plurality of the reinforcing rib includes a mounting reference surface perpendicular to one of a rail direction, a sleeper direction, and a vertical direction as a reference surface used when mounting the curved plate to the railcar. | ||||||
| 104 | Vehicle component having a recess overflowed with air | US13821858 | 2011-09-07 | US09126603B2 | 2015-09-08 | Martin Schober; Alexander Orellano; Andreas Tietze; Christian Segieth; Andre Schitthelm; Marco Weise |
| A vehicle component includes first and second surfaces, in a first travel direction of the vehicle. The first surface is exposed to an air flow having a local main flow direction. In a region of a recess on the vehicle, the first surface forms a flow separation edge where the air flow is deflected from the first surface. The recess is delimited by a leading first wall facing the local main flow direction and a trailing second wall. The flow separation edge extends transversely to the local main flow direction over a majority of a transverse dimension of the recess. In the local main flow direction, the second surface borders on the flow separation edge and forms a part of the first wall. The second surface is disposed so that it is inclined like a chamfer about an acute angle of inclination relative to the local main flow direction. | ||||||
| 105 | Drag reducing devices for a locomotive | US12490966 | 2009-06-24 | US09085306B2 | 2015-07-21 | Michael E. Iden |
| Disclosed is a locomotive of a train with a plurality of aerodynamic drag reducing devices. A locomotive may have a plurality of drag reducing devices attached to a longitudinal end of the locomotive adjacent a walkway of the locomotive. Each drag reducing device may be positioned at an angle with respect to a centerline of the locomotive so as to reduce drag on the locomotive. The drag reducing devices may be mounted to a handrail included on the walkway using separate or single assemblies. Drag reducing devices may also be provided on an opposite or back end of the locomotive, as well as retrofit to a face of the locomotive to reduce drag. Angled winglets may be provided on the drag reducing devices to assist in inducing air flow. | ||||||
| 106 | Vehicle vibration suppression device | US14343222 | 2011-09-14 | US09027482B2 | 2015-05-12 | Masataka Hidai; Kenjiro Goda; Kiyoshi Morita |
| There is provided an economical vehicle vibration suppression device capable of efficiently reducing a vortex with a smaller number of devices and controlling the speed of movement in a vehicle longitudinal direction of the vortex.The vehicle vibration suppression device includes a pair of ducts, a pressure control device, and a control unit. The ducts, below a floor surface of a vehicle body, are mounted adjacent to at least a pair of bogies on which the vehicle body is mounted. The ducts are arranged in a direction perpendicular to a traveling direction of the vehicle body and mounted so as to penetrate through both side surfaces of the vehicle body. The pressure control device is mounted within each of the ducts and has openings, one of the openings serving as an intake port and the other opening serving as a discharge port. The pressure control device generates a pressure difference in each of the ducts. The control unit controls start and stop of suction performed by the pressure control device while determining a side surface of the vehicle to be subjected to the suction by the pressure control device on the basis of current distance information of the railway vehicle during currently traveling. The control unit suppresses vibration by driving the pressure control device and sucking a vortex caused by turbulence of air flow generated at a portion of the bogie when the railway vehicle passes through the tunnel. | ||||||
| 107 | Vehicle component comprising a flow guiding element | US13821814 | 2011-09-07 | US08985676B2 | 2015-03-24 | Alexander Orellano; Martin Schober; Andreas Tietze; Rene Blaschko |
| A vehicle component includes a surface which, during operation, is exposed to an air flow. The surface includes a separating area where the air flow separates from the surface, and at least one obstructing element associated with the separating area for introducing an obstruction into the air flow. The obstructing element includes at least one guide surface which protrudes into the air flow. The guide surface is inclined relative to the local direction of the main air flow so that it confers on the part of the main air flow that impacts the guide surface a speed component that runs perpendicular to the local direction of the main air flow and induces turbulence in the air flow downstream of the obstructing element. | ||||||
| 108 | ROLLING STOCK | US14379969 | 2012-02-21 | US20150040793A1 | 2015-02-12 | Koji Nakao; Kengo Oohashi |
| A rolling stock in which a streamlined cab end structure includes: a pair of corner posts having lower half portions joined respectively to a pair of corner post reinforcement member standing upright on opposite end portions of an end beam of the underframe and upper half portions inclined toward the rear of the car body; an upper reinforcement beam laid between upper end portions of the pair of corner posts; a pair of end posts having lower half portions joined respectively to a pair of end post reinforcement members, and upper half portions inclined toward the rear of the car body; and a pair of coupling member respectively coupling upper portions of the pair of end posts and a front end portion of the roof structure, and the upper reinforcement beam has such a strength that the car body can be lifted up from above by use of a crane. | ||||||
| 109 | Running gear for a rail vehicle | US13412101 | 2012-03-05 | US08919260B2 | 2014-12-30 | Detlef Müller; Matthias Kwitniewski; Igor Geiger; Paul Gier; Heiko Mannsbarth |
| A running gear for a rail vehicle includes a wheel unit and a cooperating unit. The running gear defines a longitudinal direction, a transverse direction and a height direction, while the wheel unit defines a wheel unit axis. The cooperating unit is connected to the wheel unit and cooperates with the wheel unit during operation the running gear to drive and/or brake the wheel unit. Furthermore, during operation of the running gear, an airflow passes the wheel unit and the cooperating unit, in the height direction, at a first height level below the wheel unit axis. At least one air guide device is provided, the air guide device being arranged and adapted to guide an airflow portion of the airflow towards a section of the cooperating unit located at a second height level, the second height level being located above the first height level above the wheel unit axis. | ||||||
| 110 | TRANSPORTATION SYSTEM AND VEHICLE FOR SUPERSONIC TRANSPORT | US14015796 | 2013-08-30 | US20140000473A1 | 2014-01-02 | Arnold R. Miller |
| A transportation system for supersonic travel including a conduit containing an atmosphere that exhibits high aerodynamic tunneling performance, or high gas efficacy, and a vehicle designed to operate within the conduit. The vehicle traveling within the conduit along a support and guide structure that is complementary to a support and guidance system of the vehicle. The vehicle being propelled through the conduit via a propulsion system that includes contra-rotating propellers. | ||||||
| 111 | Vehicle Head With Reduced Crosswind Sensitivity | US13643726 | 2011-04-28 | US20130133545A1 | 2013-05-30 | Martin Schober; Alexander Orellano; Andreas Tietze; Marco Weise; Stefan Steilen |
| A vehicle having a wagon body which is supported on at least one running gear, wherein the wagon body defines a vehicle longitudinal direction, a vehicle transverse direction and a vehicle height direction. The wagon body has a body section and an adjacent head section. The head section has an outer skin and a flow separation unit for reducing sensitivity of the vehicle to crosswind. The flow separation unit comprises a roof-like protrusion formed by the outer skin. The roof-like protrusion has a first roof section, a second roof section, and a ridge section forming a transition between the first roof section and the second roof section. The first roof section and the second roof section run inclined to one another such that, the ridge section forms a flow separation edge for the air flow. | ||||||
| 112 | SELF-DRAFTING DEVICE FOR SUB-SONIC TERRESTRIAL VEHICLES | US13278835 | 2011-10-21 | US20130099525A1 | 2013-04-25 | Andrew J. Keyes |
| A self-drafting device for reducing the aerodynamic drag of sub-sonic vehicles includes an extension projecting forward from the vehicle in order to generate turbulence between a distal (forward) end of the extension and the vehicle itself, in order to reduce aerodynamic drag on the vehicle. The device may include a draft plate to increase the cross sectional area of the distal end and the draft plate may be tilted with respect to a vertical direction. The tilt, cross-sectional size and or extension of the device may be adjustable, and may be dynamically controlled by one or more motors during operation of the vehicle in conformity with a pressure profile across the vehicle that is measured using pressure sensors. The extension may be automatically retracted, e.g., a telescoping extension may be drawn under the hood of an automobile as the velocity of the vehicle decreases. | ||||||
| 113 | Energy-saving vehicle | US13335913 | 2011-12-22 | US08408635B2 | 2013-04-02 | Xiaoyi Zhu |
| An energy-saving vehicle including a housing, a pair of front wheels, a pair of rear wheels, and a steering wheel. The housing includes an outer portion, an inner portion, an air-flow channel, at least a first air inlet, and at least an air outlet. The air-flow channel is disposed between the outer portion and the inner portion of the housing. The first air inlet is disposed in the front of the vehicle. The air outlet is disposed at the back of the vehicle. The first air inlet and the air outlet are connected to the air-flow channel. The front wheels and the rear wheels are driven by a power unit. The length of the air-flow channel is no less than that of the upper portion of the housing. The vehicle consumes less energy and travels more stably compared to conventional vehicles. | ||||||
| 114 | DEVICE FOR THE ON-DEMAND SEALING OF AN OPENING PROVIDED IN THE FRONTAL REGION OF A TRACK-GUIDED VEHICLE, A FRONT NOSE MODULE HAVING SUCH A DEVICE, AND A TRACK-GUIDED VEHICLE HAVING SUCH A FRONT NOSE MODULE | US13464218 | 2012-05-04 | US20120291659A1 | 2012-11-22 | Christian Radewagen |
| A device for the on-demand sealing of an opening provided in the frontal region of a track-guided vehicle has sealing member of variable size and a frame for supporting the sealing member. The frame together with the sealing member affixed thereto enclose an area through which the coupling shaft of a central buffer coupling of a track-guided vehicle can be guided. The sealing member is controllable such that the size of the area covered by sealing member can be varied. | ||||||
| 115 | FLOOR PAN FOR HIGH-SPEED TRAINS | US13500945 | 2010-10-05 | US20120240816A1 | 2012-09-27 | Thomas Baumann; Stefan Bernhardt; Rüdiger Mangler |
| A floor pan for high-speed trains is disposed below a car floor and implemented as a stand encased by a protective floor and has lateral carrier walls with side plates fastened thereon. The floor pan provides protection against damage by ballast stones to the under-floor space in which the equipment is stored. | ||||||
| 116 | ENERGY-SAVING VEHICLE | US13335913 | 2011-12-22 | US20120098295A1 | 2012-04-26 | Xiaoyi ZHU |
| An energy-saving vehicle including a housing, a pair of front wheels, a pair of rear wheels, and a steering wheel. The housing includes an outer portion, an inner portion, an air-flow channel, at least a first air inlet, and at least an air outlet. The air-flow channel is disposed between the outer portion and the inner portion of the housing. The first air inlet is disposed in the front of the vehicle. The air outlet is disposed at the back of the vehicle. The first air inlet and the air outlet are connected to the air-flow channel. The front wheels and the rear wheels are driven by a power unit. The length of the air-flow channel is no less than that of the upper portion of the housing. The vehicle consumes less energy and travels more stably compared to conventional vehicles. | ||||||
| 117 | MOUNTING OF DRAG REDUCING DEVICES FOR STACKED INTERMODAL RAIL CARS | US12259029 | 2008-10-27 | US20090278382A1 | 2009-11-12 | Michael E. Iden; Wayne A. Kennedy; Matthew M. Larson; John P. Haenggi |
| Disclosed is a series of stacked intermodal containers, being pulled by a locomotive of a train, with aerodynamic drag reducing devices. A first set of containers has an aerodynamic drag reducing device with a drag reducing fairing and an attachment frame attached thereto. The attachment frame includes first and second mounting devices configured to be removably mounted to connection openings of the corner fittings of the top container of the first set of containers. The first mounting device(s) may be rotatably locked within the top connection openings, while the second mounting device(s) may be hooks for latching into the bottom connection openings. A method of attaching the aerodynamic drag reducing device is also disclosed. | ||||||
| 118 | Railway vehicle and method for operating vehicle | US10795337 | 2004-03-09 | US07021220B2 | 2006-04-04 | Iwao Harada; Masakazu Matsumoto |
| A railway vehicle includes an air intake 6 provided at a nose portion of a leading vehicle 1, an air tank (reservoir) 9 for storing intake air, and an air outlet 11, by which air is sucked in (breathed in) during entry of the leading vehicle to a tunnel and discharged within the tunnel, so as to reduce the pressure generated at the nose portion and to cut down micropressure waves. When the nose of the leading vehicle 1 enters a tunnel 3, an intake control valve 8 of the air reservoir, depressurized to below atmospheric pressure (1 atm), opens to take in air through an air inlet 6 via a path 7 into the air reservoir 9. When the whole leading vehicle enters the tunnel, the intake control valve 8 closes, and air is discharged through the outlet 11 via a pump 10. | ||||||
| 119 | Intermodal rail drag reducer with flexible enclosure between CWS | US351031 | 1994-11-29 | US5465669A | 1995-11-14 | Paul G. L. Andrus |
| A flexible sheet is erected on four rigid poles to form three rectangular sides thus containing the empty space between intermodal freight containers on consecutive flat-bed rail cars thereby reducing the aerodynamic drag which results from the sizeable gap between containers which is not present between traditional box cars. The apparatus can be raised and lowered by a rope and pulley mechanism, and can be separated into halves to allow detachment of consecutive rail cars. | ||||||
| 120 | Aerodynamic fairing/brake for high-speed trains | US913924 | 1992-07-17 | US5222438A | 1993-06-29 | Robert E. Ende |
| A series of adjacent flaps is hinge-mounted to the end of a high-speed train car. The actuatable flaps normally assume a fairing mode to close the gap between adjacent train cars and reduce aerodynamic drag. The flaps may be rotated to an inclined position so as to create drag braking when this becomes necessary. | ||||||
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