| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 1 | 一种便于安装式携门架 | CN201710343174.1 | 2017-05-16 | CN107355159A | 2017-11-17 | 薛忠坤; 杜永 |
| 一种便于安装式携门架，包括连接板一、方管臂和连接板二，连接板一、方管臂和连接板二均为分体式结构，连接板一上方设有T型块结构，连接板二下方设有直角梯形结构的向下凸起，直角梯形结构直角边设有水平花键，方管臂其中一侧下方设有与T型块结构配合的T型槽口、上方设有与花键配合的花键孔。本发明克服了现有技术的不足，将连接板一、方管臂和连接板二设置成分体式结构，在安装时，先分别将连接板一和连接板二分别安装在门和门架上，在将连接板一和连接板二组装到方管臂上、然后通过螺丝固定，有效的提高了携门架的安装效率和便捷程度，同时降低了人工成本和劳动强度，适用范围广阔。 | ||||||
| 2 | 铁路车辆以及铁路车辆用塞拉门 | CN201380060667.4 | 2013-10-31 | CN104853974A | 2015-08-19 | 高桥幸生; 角田裕树; 川上创司; 二村有哉; 福永智行; 光田格广; 榊源太 |
| 本发明提供了能确保门的气密性的铁路车辆以及铁路车辆用塞拉门。在拉轨(5)的前端侧(门(8)侧)的上方，第二导轨(9)与第一导轨(2)并排设置在车体长度方向上。第二导轨(9)用于支撑拉轨(5)的前端侧。由此，拉轨(5)的两端由第一导轨(2)与第二导轨(9)支撑。因此，即使滑动距离(门(8)沿车体宽度方向移动的距离)变长，也可以防止拉轨(5)的前端侧下垂。因此，通过门(8)，能够无间隙地封闭进出口，确保门(8)的气密性。 | ||||||
| 3 | 铁路车辆以及铁路车辆用塞拉门 | CN201380060667.4 | 2013-10-31 | CN104853974B | 2017-09-05 | 高桥幸生; 角田裕树; 川上创司; 二村有哉; 福永智行; 光田格广; 榊源太 |
| 本发明提供了能确保门的气密性的铁路车辆以及铁路车辆用塞拉门。在拉轨(5)的前端侧(门(8)侧)的上方，第二导轨(9)与第一导轨(2)并排设置在车体长度方向上。第二导轨(9)用于支撑拉轨(5)的前端侧。由此，拉轨(5)的两端由第一导轨(2)与第二导轨(9)支撑。因此，即使滑动距离(门(8)沿车体宽度方向移动的距离)变长，也可以防止拉轨(5)的前端侧下垂。因此，通过门(8)，能够无间隙地封闭进出口，确保门(8)的气密性。 | ||||||
| 4 | 长超站台的轨道列车及其编组系统 | CN201410419720.1 | 2014-08-25 | CN104760595A | 2015-07-08 | 刘健 |
| 一种轨道列车编组，包括：站内车厢，站内车厢包括多节车厢，其中站内车厢被配置成，当轨道列车停靠在站台时，站内车厢停靠在站台之内或与站台相对应；以及无侧门车厢，无侧门车厢在所述站内车厢的前、后双向或单向与站内车厢联接，包括至少一节车厢且没有供乘客上下车的侧门，并且无侧门车厢的长度与站内车厢的长度之合大于所述站台的长度，其中无侧门车厢被配置成，当轨道列车编组停靠在站台时，无侧门车厢停靠在站台以外，无侧门车厢内的乘客经由站内车厢直接下到所述站台上；无侧门车厢的技术特征是：整节车厢无侧面乘客上下门。 | ||||||
| 5 | RAILROAD VEHICLE AND PLUG DOOR FOR RAILROAD VEHICLE | US14646272 | 2013-10-31 | US20150298710A1 | 2015-10-22 | Yukio TAKAHASHI; Hiroki TSUNODA; Soshi KAWAKAMI; Yuya FUTAMURA; Tomoyuki FUKUNAGA; Tadahiro MITSUDA; Genta SAKAKI |
| Provided are a railroad vehicle that makes it possible to maintain the air tightness of a door and a plug door for a railroad vehicle. A second rail is provided parallel to a first rail in the longitudinal direction of a vehicle body above the leading edge side (door side) of a plug rail. The second rail supports the leading edge side of the plug rail. As a result, both edges of the plug rail are supported by the first rail and the second rail. Dangling of the leading edge side of the plug rail is thus prevented even when the plug distance (the distance that the door moves in the vehicle body width direction) is long. In this way, it is possible to block the doorway without leaving a gap using the door and to maintain the air tightness of the door. | ||||||
| 6 | Railcar with trackless support for radial end door | US09632490 | 2000-08-04 | US06339994B1 | 2002-01-22 | Daniel Joseph Kaplan; Ralph Hartman Schorr; Ronny Lamar Allison; Barney Russell Willoughby, Jr. |
| A radial end door that includes, in addition to the conventional inner and outer rollers for supporting the door, a door mounted support on the inner portion of the door, unsupported by the railcar body when the door is open, but supported by the railcar body when the door is closed. The door mounted support preferably comprises a roller that can be added as a retrofit or upgrade to the existing door, without altering the basic configuration, geometry or operational characteristics of the door, except to improve the performance of the door. The door mounted support preferably cooperates with a floor-mounted support comprising a wear bar having a ramp portion to raise the door mounted support and increase loading on the outer roller as the door is closed. The door mounted support preferably includes a compact housing which may be easily retrofitted on existing doors and may be removed for service or replacement, and which does not interfere with ramp clearances or other clearances during loading and unloading of motor vehicles. | ||||||
| 7 | 鉄道車両、および、鉄道車両用プラグドア、プラグ機構 | JP2012255744 | 2012-11-21 | JP6108786B2 | 2017-04-05 | 高橋 幸生; 角田 裕樹; 川上 創司; 二村 有哉; 福永 智行; 光田 格広; 榊 源太 |
| 8 | DOOR DEVICE AND VEHICLE HAVING THE SAME | US15912108 | 2018-03-05 | US20180257674A1 | 2018-09-13 | Genta SAKAKI; Hitoshi AKIYAMA |
| The door device is provided with an opening frame defining an opening and a door for operating between a first door position and a second door position, the door making contact with the opening frame when at the first door position, the door being separated from the opening frame when at the second door position. A movable receiving portion constituted by at least part of the opening frame operates so that the opening is larger when the door is at the second door position than when the door is at the first door position. | ||||||
| 9 | Railroad vehicle and plug door for railroad vehicle | US14646272 | 2013-10-31 | US09663119B2 | 2017-05-30 | Yukio Takahashi; Hiroki Tsunoda; Soshi Kawakami; Yuya Futamura; Tomoyuki Fukunaga; Tadahiro Mitsuda; Genta Sakaki |
| Provided are a railroad vehicle that makes it possible to maintain the air tightness of a door and a plug door for a railroad vehicle. A second rail is provided parallel to a first rail in the longitudinal direction of a vehicle body above the leading edge side (door side) of a plug rail. The second rail supports the leading edge side of the plug rail. As a result, both edges of the plug rail are supported by the first rail and the second rail. Dangling of the leading edge side of the plug rail is thus prevented even when the plug distance (the distance that the door moves in the vehicle body width direction) is long. In this way, it is possible to block the doorway without leaving a gap using the door and to maintain the air tightness of the door. | ||||||
| 10 | Door structure for a railcar in an articulated train | US533869 | 1995-09-25 | US5601033A | 1997-02-11 | Donald J. Ehrlich; Rodney P. Ehrlich; Francis S. Smidler; DeWayne B. Williams |
| A novel door structure is provided for each end of a railcar in an articulated train. The train includes a plurality of railcars which are coupled together and spaced apart from each other a small distance. The door structure can be easily opened and closed even though the railcars in the train are only spaced apart from each other a small distance. A first embodiment of the novel door structure includes first and second door members, each of which have first and second panels that are hingedly connected together, which are attached to each end of each railcar. The first panel of each door member is foldable relative to the second panel and the panels are movable to lie adjacent to a side wall of the railcar. Structure is provided for connecting the door members to the sides of the railcar and for allowing the panels to rotate relative to the side of the railcar. A second embodiment of the novel door structure includes first and second door members, wherein the first door member is positioned at an upper portion of the end of the railcar and is movable to a lower portion of the railcar end to open an upper portion of the railcar end, and the second door member is positioned at a lower portion of the railcar end and is movable to an upper portion of the railcar end to open a lower portion of the railcar end. | ||||||
| 11 | Pocket door for curved walled enclosures | US197023 | 1988-05-20 | US4911219A | 1990-03-27 | Jerry M. Dalrymple |
| A laterally sliding pocket door is disclosed for use in curved walled enclosures such as airplanes, submarines, space shuttles, railroad cars, buses and the like, having a laterally extending divider comprising first and second hollow walls positioned on opposite sides with an open doorway tapered to be substantially wider at the top than at the bottom, and a pair of sliding door member assemblies, each positioned in one of the hollow walls, movable between a closed position meeting each other in said doorway and an open position retracted into the hollow walls. Each hollow wall has a curving guide track for pivotal movement of its sliding door assembly. Each sliding door member assembly comprises an upper, middle and a lower door member constructed and assembled in telescopic relation whereby the upper and lower door members telescope in relation to the middle door member during a pivoting lateral movement to permit the door member assembly to be opened beyond the point at which it would otherwise engage the upper portion of the curved side walls. Each sliding door member assembly has guide rollers cooperable with its guide track to guide the door members in telescoping movement during opening movement. An electric or fluid operated linear actuator moves the door member assemblies along their tracks between an open and a closed position. | ||||||
| 12 | ドア装置及びドア装置を備える車両 | JP2017044310 | 2017-03-08 | JP2018145751A | 2018-09-20 | 榊 源太; 秋山 仁 |
| 【課題】ドアの開放時に開口を広げることが可能なドア装置を提供する。 【解決手段】開口130を画成する開口枠30と、開口枠30に接する第1ドア位置と開口枠30から離間する第2ドア位置との間で動作するドア20と、を備える。開口枠30の少なくとも一部からなる可動受け部34は、ドア20が第2ドア位置にあるときの開口130が、ドア20が第1ドア位置にあるときの開口130に比べて、大きくなるように動作する。 【選択図】図1 |
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| 13 | Railway vehicle, and plug door for the same | JP2012255744 | 2012-11-21 | JP2014101081A | 2014-06-05 | TAKAHASHI YUKIO; TSUNODA HIROKI; KAWAKAMI SOJI; NIMURA YUYA; FUKUNAGA TOMOYUKI; MITSUTA TADAHIRO; SAKAKI GENTA |
| PROBLEM TO BE SOLVED: To provide a railway vehicle that can secure air tightness of a door, and a plug door for the railway vehicle.SOLUTION: On an upside of a distal end side (door 8 side) of a plug rail 5, a second rail 9 is provided in parallel to a first rail 2 in a longitudinal direction of a vehicle body. The second rail 9 supports the distal end side of the plug rail 5. Thereby, both ends of the plug rail 5 are supported by the first rail 2 and the second rail 9. As a result, even if a plug distance (distance where the door 8 moves in a width direction of the vehicle body) becomes long, the distal end side of the plug rail 5 is prevented from hanging down. Accordingly, the doorway can be closed up by the door 8 without gaps, and the air tightness of the door 8 can be secured. | ||||||
| 14 | Door structure for a railcar in an articulated train | EP96306165.0 | 1996-08-23 | EP0787637A3 | 1998-04-15 | Ehrlich, Donald J.; Ehrlich, Rodney P.; Smidler, Francis S.; Williams, DeWayne B. |
A novel door structure (20, 20a) is provided for each end (26, 28) of a railcar (24) in an articulated train (22). The train (22) includes a plurality of railcars (24) which are coupled together and spaced apart from each other by a small distance. The door structure (20, 20a) can be easily opened and closed even though the railcars (24) in the train (22) are closely spaced together. A first embodiment of the novel door structure (20) includes first and second door members (58, 60), each of which have first and second panels (70, 72) that are hingedly connected together. The first panel (70) of each door member (58, 60) is foldable relative to the second panel (72) and the panels (70, 72) are movable to lie adjacent to a side wall (32) of the railcar (24). Structure (62, 64, 66, 68) is provided for connecting the door members (58, 60) to the sides (32) of the railcar (24) and for allowing the panels (70, 72) to rotate relative to the sides (32) of the railcar (24). A second embodiment of the novel door structure (20a) includes first and second door members (58a, 60a), wherein the first door member (58a) is positioned at an upper portion of the railcar end and is movable to a lower portion of the railcar end to open an upper portion of the railcar end, and the second door member (60a) is positioned at a lower portion of the railcar end and is movable to an upper portion of the railcar end to open a lower portion of the railcar end. |
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| 15 | Door structure for a railcar in an articulated train | EP96306165.0 | 1996-08-23 | EP0787637A2 | 1997-08-06 | Ehrlich, Donald J.; Ehrlich, Rodney P.; Smidler, Francis S.; Williams, DeWayne B. |
A novel door structure (20, 20a) is provided for each end (26, 28) of a railcar (24) in an articulated train (22). The train (22) includes a plurality of railcars (24) which are coupled together and spaced apart from each other by a small distance. The door structure (20, 20a) can be easily opened and closed even though the railcars (24) in the train (22) are closely spaced together. A first embodiment of the novel door structure (20) includes first and second door members (58, 60), each of which have first and second panels (70, 72) that are hingedly connected together. The first panel (70) of each door member (58, 60) is foldable relative to the second panel (72) and the panels (70, 72) are movable to lie adjacent to a side wall (32) of the railcar (24). Structure (62, 64, 66, 68) is provided for connecting the door members (58, 60) to the sides (32) of the railcar (24) and for allowing the panels (70, 72) to rotate relative to the sides (32) of the railcar (24). A second embodiment of the novel door structure (20a) includes first and second door members (58a, 60a), wherein the first door member (58a) is positioned at an upper portion of the railcar end and is movable to a lower portion of the railcar end to open an upper portion of the railcar end, and the second door member (60a) is positioned at a lower portion of the railcar end and is movable to an upper portion of the railcar end to open a lower portion of the railcar end. |
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| 16 | RAILROAD VEHICLE AND PLUG DOOR FOR RAILROAD VEHICLE | EP13856878.7 | 2013-10-31 | EP2910447A1 | 2015-08-26 | TAKAHASHI,Yukio; TSUNODA,Hiroki; KAWAKAMI,Soshi; FUTAMURA,Yuya; FUKUNAGA,Tomoyuki; MITSUDA,Tadahiro; SAKAKI,Genta |
Provided are a railroad vehicle that makes it possible to maintain the air tightness of a door and a plug door for a railroad vehicle. A second rail (9) is provided parallel to a first rail (2) in the longitudinal direction of a vehicle body above the leading edge side (door (8) side) of a plug rail (5). The second rail (9) supports the leading edge side of the plug rail (5). As a result, both edges of the plug rail (5) are supported by the first rail (2) and the second rail (9). Dangling of the leading edge side of the plug rail (5) is thus prevented even when the plug distance (the distance that the door (8) moves in the vehicle body width direction) is long. In this way, it is possible to block the doorway without leaving a gap using the door (8) and to maintain the air tightness of the door (8). |
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| 17 | Fahrzeug zur Durchführung von Baumaßnahmen im Gleisbereich des Eisenbahnverkehrs | EP11002908.9 | 2011-04-07 | EP2374683A2 | 2011-10-12 | Jäkel, Thomas |
Die Erfindung betrifft ein Fahrzeug zur Durchführung von Baumaßnahmen im Gleisbereich des Eisenbahnverkehrs, wobei dieses eine Umhausung für Arbeiten im Gleis darstellt. Der Erfindung liegt die Aufgabe zugrunde, ein Gleisbaufahrzeug zu entwickeln, welches fahrend an allen Stellen des Streckennetzes das geforderte Lichtraummaß einhält, dennoch eine größere Länge sowie möglichst einfache Konstruktion bei maximaler Stabilität des Rahmens aufweist, wobei den Bedienkräften ein ausreichend großer Arbeitsraum zur Verfügung gestellt und eine optimale Position der zu verwendenden Gleisbearbeitungsmittel zum Gleis eingehalten wird. Dies wird erfindungsgemäß dadurch erreicht, dass |
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| 18 | Stirnwandtür mit automatisierter Türbetätigung für einen Doppelstock-Autotransporteisenbahnwagen | EP03004415.0 | 2003-02-27 | EP1342636A1 | 2003-09-10 | Hahne, Jochen, Dipl.-Ing. |
Die Erfindung betrifft eine Stirnwandtür mit automatisierter Türbetätigung für einen Doppelstock-Autotransporteisenbahnwagen, wobei der Eisenbahnwagen als gedeckter Güterwagen, im wesentlichen bestehend aus zwei Seitenwänden, einem Fahrzeugdach, einer Stirnwandtür sowie zwei Ladeebenen, konzipiert ist. Gekennzeichnet ist der erfindungsgemäße Eisenbahnwagen dadurch, dass die Stirnwandtür aus zwei gleichartig zur senkrechten Mittellängsebene des Eisenbahnwagens angeordnete Stirnwandtüren (2) besteht, die an einer Ecksäule (15) zur Seitenwand (1) gelenkig gelagert sind und zur Betätigung der Stirnwandtür (2) um eine vertikale Achse ein lineares Stellglied (4) vorgesehen ist, welches einerseits an der Wagenstruktur gelenkig gelagert und andererseits über einen Verbindungsarm (5) mit der Innenseite der Stirnwandtür (2) wirkungsverbunden ist. Am Verbindungsarm (5) ist ein Lenker (6), der an der Ecksäule (15) gelenkig gelagert ist, angeschlossen. Die Stirnwandtür mit automatisierter Türbetätigung ist in einer bevorzugten Ausgestaltung weiter dadurch gekennzeichnet, dass diese aus zwei Türflügeln (2a und 2b) besteht, wobei der optional vorhandene Türflügel (2b) am Türflügel (2a) gelenkig angeordnet ist und zur Betätigung des Türflügels (2b) am freien Ende des Türflügels (2b) in einem Anlenkpunkt (9) eine Steuerstange (7) gelenkig angeschlossen ist, die wagenseitig in einem Lager (8) an der Wagenstruktur gelagert ist. |
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| 19 | RAILROAD VEHICLE AND PLUG DOOR FOR RAILROAD VEHICLE | EP13856878 | 2013-10-31 | EP2910447A4 | 2016-04-20 | TAKAHASHI YUKIO; TSUNODA HIROKI; KAWAKAMI SOSHI; FUTAMURA YUYA; FUKUNAGA TOMOYUKI; MITSUDA TADAHIRO; SAKAKI GENTA |
| Provided are a railroad vehicle that makes it possible to maintain the air tightness of a door and a plug door for a railroad vehicle. A second rail (9) is provided parallel to a first rail (2) in the longitudinal direction of a vehicle body above the leading edge side (door (8) side) of a plug rail (5). The second rail (9) supports the leading edge side of the plug rail (5). As a result, both edges of the plug rail (5) are supported by the first rail (2) and the second rail (9). Dangling of the leading edge side of the plug rail (5) is thus prevented even when the plug distance (the distance that the door (8) moves in the vehicle body width direction) is long. In this way, it is possible to block the doorway without leaving a gap using the door (8) and to maintain the air tightness of the door (8). | ||||||
| 20 | Fahrzeug zur Durchführung von Baumaßnahmen im Gleisbereich des Eisenbahnverkehrs | EP11002908.9 | 2011-04-07 | EP2374683A3 | 2013-01-16 | Jäkel, Thomas |
Die Erfindung betrifft ein Fahrzeug zur Durchführung von Baumaßnahmen im Gleisbereich des Eisenbahnverkehrs, wobei dieses eine Umhausung für Arbeiten im Gleis darstellt. Der Erfindung liegt die Aufgabe zugrunde, ein Gleisbaufahrzeug zu entwickeln, welches fahrend an allen Stellen des Streckennetzes das geforderte Lichtraummaß einhält, dennoch eine größere Länge sowie möglichst einfache Konstruktion bei maximaler Stabilität des Rahmens aufweist, wobei den Bedienkräften ein ausreichend großer Arbeitsraum zur Verfügung gestellt und eine optimale Position der zu verwendenden Gleisbearbeitungsmittel zum Gleis eingehalten wird. Dies wird erfindungsgemäß dadurch erreicht, dass |
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