| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 141 | TRANSPORTATION SYSTEM AND VEHICLE FOR SUPERSONIC TRANSPORT | US15165507 | 2016-05-26 | US20170197639A1 | 2017-07-13 | 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. | ||||||
| 142 | Curved plate for railcar bodyshell, front car bodyshell, and method of manufacturing curved plate for railcar bodyshell | US14442826 | 2013-10-24 | US09586600B2 | 2017-03-07 | 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. | ||||||
| 143 | CUMULATIVE INERTIAL TRACTIVE EFFORT | US14633795 | 2015-02-27 | US20160251025A1 | 2016-09-01 | Kevin David OLDKNOW; Wayne A. KENNEDY; John M. PETERS; Srini NEDUNOORI; Divya KADAM |
| A method to determine fuel consumption, energy consumption, or both fuel consumption and energy consumption, during one test train run, or a plurality of test train runs, that is associated with modifying an operating parameter is provided. The method includes determining a reference fuel/energy consumption, and a cumulative ITE for one, or a plurality of reference train runs (CITERR) over a portion of track, and correcting the reference fuel/energy consumption using the CITERR of the one, or a plurality of reference train runs, to produce a corrected reference fuel/energy consumption value. The operating parameter is modified, and a modified fuel/energy consumption and cumulative ITE for the one, or a plurality of test train runs (CITETR), over the portion of track is determined, and a corrected test fuel/energy consumption value is obtained by correcting the modified fuel/energy consumption using the CITETR of the one, or a plurality of test train runs. The corrected reference fuel/energy consumption value and the test fuel/energy consumption value are then compared to determine the effect of modifying the operating parameter on the fuel/energy consumption during the one test run, or a plurality of test train runs. | ||||||
| 144 | Rolling stock | US14374560 | 2012-01-27 | US09421989B2 | 2016-08-23 | Kengo Oohashi; Kentaro Hayashi |
| A rolling stock includes: a pair of left and right post members provided upright on inner sides of left and right end portions of an end beam of an underframe, the end beam joined to a lower portion of a cab end structure; a recess portion open frontward, the recess portion formed in a front portion of the end beam between the pair of post members; and an impact absorbing member disposed between a bottom face of the recess portion and an inner face of the outside plate. The recess portion has such a size that the impact absorbing member is accommodated within the recess portion after being compressively deformed. Since the impact absorbing member is disposed on an inner side of the outside plate, the impact absorbing member is not exposed to the outside of the car body, and thus does not impair the design of the car body. | ||||||
| 145 | RAIL VEHICLE HAVING A CONCEALED UNDERCARRIAGE | US14900966 | 2014-05-15 | US20160152248A1 | 2016-06-02 | David KREUZWEGER; Christian KUETER; Gerald SCHOBEGGER; Martin TEICHMANN |
| A rail vehicle includes a concealed undercarriage, particularly a bogie, wherein the covering or fairing comprises at least side elements that are arranged along the rail vehicle on the sides of the undercarriage and a bottom element that is arranged on the underside of the undercarriage, where the side elements are fixedly connected to the carriage body of the rail vehicle, the bottom element is fixedly connected to the undercarriage, and a gap is provided between the bottom element on one side and the side elements on the other side, and where the gap provides a distance between the wheels of the undercarriage and the bottom element on one side and the side elements on the other side, both in the fully turned and in the partially turned state of the undercarriage. | ||||||
| 146 | Rolling stock | US14361055 | 2011-12-02 | US09248846B2 | 2016-02-02 | Kengo Oohashi |
| Provided is a rolling stock including: an upper reinforcement beam provided in a railroad-tie direction in a joint portion between an upper end portion of a cab end structure and an upper end portion of a side structure; and a post member coupling the upper reinforcement beam and an end beam of an underframe, in which the post member includes: a lower post portion having a lower end joined to the end beam; an upper post portion having a rear end joined to the upper reinforcement beam; and a window opening post portion provided between the lower post portion and the upper post portion in conformity with an inclination of a front window provided in a cab end structure, the window opening post portion is formed to have a smaller width dimension in a rail direction than a width dimension of the lower post portion in the rail direction. | ||||||
| 147 | Rolling stock | US14379969 | 2012-02-21 | US09242656B2 | 2016-01-26 | 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. | ||||||
| 148 | ROLLING STOCK | US14361055 | 2011-12-02 | US20150040792A1 | 2015-02-12 | Kengo Oohashi |
| Provided is a rolling stock including: an upper reinforcement beam provided in a railroad-tie direction in a joint portion between an upper end portion of a cab end structure and an upper end portion of a side structure; and a post member coupling the upper reinforcement beam and an end beam of an underframe, in which the post member includes: a lower post portion having a lower end joined to the end beam; an upper post portion having a rear end joined to the upper reinforcement beam; and a window opening post portion provided between the lower post portion and the upper post portion in conformity with an inclination of a front window provided in a cab end structure, the window opening post portion is formed to have a smaller width dimension in a rail direction than a width dimension of the lower post portion in the rail direction. | ||||||
| 149 | Floor pan for high-speed trains | US13500945 | 2010-10-05 | US08826828B2 | 2014-09-09 | 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. | ||||||
| 150 | Vehicle Vibration Suppression Device | US14343222 | 2011-09-14 | US20140238261A1 | 2014-08-28 | 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. | ||||||
| 151 | AERODYNAMIC DEVICE FOR A VEHICLE | US14119455 | 2011-05-31 | US20140110969A1 | 2014-04-24 | Linus Hjelm |
| An aerodynamic device is arranged for mounting to a vehicle or a trailer for reducing its wind resistance. The aerodynamic device includes at least one sheet material arranged to be mounted to the vehicle/trailer and associated with a corresponding wall portion of the vehicle/trailer. Each wall portion has an outer surface and an inner surface and extends towards the rear of the vehicle/trailer. In a deployed first state, each sheet material is arranged to at least partly extend beyond a rearmost position of the wall portion. In a stored second state, each sheet material is arranged to be inserted such that is faces towards the inner surface. A vehicle or a trailer including the aerodynamic device is also provided. | ||||||
| 152 | Rail vehicle for a driving operation on track systems having a ballasted superstructure | US13519056 | 2011-01-19 | US08646391B2 | 2014-02-11 | Wolfgang Schmidt; Dieter Fastnacht; Alfred Krumpf; Juergen Kupies; Kasper Schroeder-Bodenstein; Maik Scholz |
| The invention relates to a rail vehicle for driving operation on track systems with ballast permanent way. The invention is to effectively avoid or at least significantly reduce an agglomeration of snow and ice in cavities of the vehicle underfloor.For this purpose it is provided that the rail vehicle in the region of its underfloor comprises at least one flexible membrane which spans hollow spaces which are positioned open towards the track systems or support frame structures of the underfloor of the rail vehicle. | ||||||
| 153 | Drag-reducing device | US13380179 | 2010-06-23 | US08608228B2 | 2013-12-17 | Frank Visentin |
| An apparatus for reducing drag on a transport vehicle, which comprises retractable aerodynamic panels for deployment at the rear of the vehicle, behind the cabin, or both. When these panels are deployed, they provide an aerodynamic design, thereby reducing drag and turbulence as the vehicle travels, for example, down a highway, which in turn, reduces energy costs associated with transportation. When not in use, the panels retract adjacent to the planar surfaces of the vehicle (for example, the sides, top and bottom surfaces). The retracted panels are housed either on the outside surface of the vehicle; the inside surface of the vehicle, or within the walls of the vehicle. The retracted position of the panels allows for easy unloading of cargo from the rear of the vehicle when it is docked. | ||||||
| 154 | Vehicle Component Comprising a Flow Guiding Element | US13821814 | 2011-09-07 | US20130291759A1 | 2013-11-07 | 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. | ||||||
| 155 | Vehicle Head | US13821781 | 2011-09-07 | US20130291758A1 | 2013-11-07 | Alexander Orellano; Martin Schober; Andreas Tietze |
| A superstructure module of a front-end section of a vehicle is supported on a chassis and includes a flow guiding device. The front-end section forms a leading, free vehicle end during normal operation of the vehicle. The flow guiding device is mounted on a lower side of the superstructure in the longitudinal direction of the vehicle between the free vehicle end and a leading end of a chassis. The flow guiding device influences air flow that flows during operation of the vehicle along the lower side of the superstructure from the free vehicle end to the chassis section. The flow guiding device via a deflection area confers on the air flow, in the region of a flow separation edge at the leading end of the chassis section, a downwardly directed direction of flow. | ||||||
| 156 | Aerodynamic pseudocontainers for reducing drag associated with stacked intermodal containers | US12940649 | 2010-11-05 | US08511236B2 | 2013-08-20 | Michael E. Iden |
| Disclosed is an aerodynamic pseudocontainer for a train. The pseudocontainer is configured to be stacked atop an intermodal container so that its aerodynamic configuration reduces drag when the train is in motion, thereby reducing fuel costs and emissions. The pseudocontainer may have connectors on its bottom so that when it is placed on top of the intermodal container, locking devices may be used for attachment. Also, a top portion and a support frame of the pseudocontainer include fittings with receiving openings configured to receive parts of a positioning device (e.g., a crane) to stack and align the body atop intermodal container. The fittings may be formed in accordance with ISO standards. | ||||||
| 157 | ENERGY-SAVING VEHICLE | US13786413 | 2013-03-05 | US20130175825A1 | 2013-07-11 | 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. | ||||||
| 158 | RAIL VEHICLE FOR A DRIVING OPERATION ON TRACK SYSTEMS HAVING A BALLASTED SUPERSTRUCTURE | US13519056 | 2011-01-19 | US20120272858A1 | 2012-11-01 | Wolfgang Schmidt; Dieter Fastnacht; Alfred Krumpf; Juergen Kupies; Kasper Schroeder-Bodenstein; Maik Scholz |
| The invention relates to a rail vehicle for driving operation on track systems with ballast permanent way. The invention is to effectively avoid or at least significantly reduce an agglomeration of snow and ice in cavities of the vehicle underfloor. For this purpose it is provided that the rail vehicle in the region of its underfloor comprises at least one flexible membrane which spans hollow spaces which are positioned open towards the track systems or support frame structures of the underfloor of the rail vehicle | ||||||
| 159 | Running Gear for a Rail Vehicle | US13412101 | 2012-03-05 | US20120255459A1 | 2012-10-11 | 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. | ||||||
| 160 | Aerodynamic pseudocontainer for reducing drag associated with stacked intermodal containers | US12394609 | 2009-02-27 | US08215239B2 | 2012-07-10 | Michael E. Iden |
| Disclosed is an aerodynamic pseudocontainer for a train. The pseudocontainer is configured to be stacked atop an intermodal container in a lead container car at a lead end of the train, so that its aerodynamic configuration reduces drag when the train is in motion, thereby reducing fuel costs and emissions. The pseudocontainer may have connectors on its bottom so that when it is placed on top of the intermodal container, locking devices may be used for attachment. | ||||||
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