子分类：
| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 181 | RAIL ROAD FREIGHT CAR WITH DAMPED SUSPENSION | US12538506 | 2009-08-10 | US20100095864A1 | 2010-04-22 | James W. Forbes |
| An auto rack rail road freight car is provided for carrying low density, relatively high value, relatively fragile lading. The car has trucks that have multiple dampers in a four corner arrangement in the sideframes. The dampers may include damper wedges having primary and secondary wedge angles. The spring groups in the side frames are relatively soft, giving a low vertical bounce natural frequency. In an articulated embodiment, differentially placed ballast is mounted in a biased arrangement to load the coupler end trucks to encourage a dynamic response similar to the dynamic response of the internal trucks. | ||||||
| 182 | Rail road car truck with bearing adapter and method | US12345017 | 2008-12-29 | US07654204B2 | 2010-02-02 | James W. Forbes |
| A swing motion rail road freight car truck is provided that has a truck bolster and a pair of side frames, the truck bolster being mounted transversely relative to the side frames. The side frames have spring seats for the groups of springs. The springs seats may be rigidly mounted in the side frames. Friction dampers are provided in inboard and outboard pairs. The biasing force on the dampers urges then to that act between the bolster ands and sideframes to resist parallelogram deflection of the truck. The bearing adapters and sideframe pedestal seats interact on a rolling linear contact interface that has a relatively small radius of curvature. | ||||||
| 183 | Rail road freight car with damped suspension | US11853581 | 2007-09-11 | US07571684B2 | 2009-08-11 | James W. Forbes |
| An auto rack rail road freight car is provided for carrying low density, relatively high value, relatively fragile lading. The car has trucks that have multiple dampers in a four corner arrangement in the sideframes. The dampers may include damper wedges having primary and secondary wedge angles. The spring groups in the side frames are relatively soft, giving a low vertical bounce natural frequency. In an articulated embodiment, differentially placed ballast is mounted in a biased arrangement to load the coupler end trucks to encourage a dynamic response similar to the dynamic response of the internal trucks. | ||||||
| 184 | Railway car for transporting semi-trucks | US10423191 | 2003-04-25 | US07278359B2 | 2007-10-09 | Ralph Hartman Schorr; Robert J. Cencer; Robert C. Ortner, Jr.; James M. Simpson; Michael J. Rench |
| The invention is directed to a railway car for the transportation of semi-trucks. The railway car may have an interior defined by a support surface for the trucks, a pair of upstanding sidewalls, and a roof. End doors may be located at each end of the railway car for selectively permitting access to the interior thereof. The horizontal width at the ends of the railway car may be selected to permit the trucks to be loaded into the interior of the railway car. | ||||||
| 185 | Rail road freight car with damped suspension | US11125118 | 2005-05-10 | US07267059B2 | 2007-09-11 | James W. Forbes |
| An auto rack rail road freight car is provided for carrying low density, relatively high value, relatively fragile lading. The car has trucks that have multiple dampers in a four corner arrangement in the sideframes. The dampers may include damper wedges having primary and secondary wedge angles. The spring groups in the side frames are relatively soft, giving a low vertical bounce natural frequency. In an articulated embodiment, differentially placed ballast is mounted in a biased arrangement to load the coupler end trucks to encourage a dynamic response similar to the dynamic response of the internal trucks. | ||||||
| 186 | Rail road freight car with damped suspension | US11125118 | 2005-05-10 | US20050211129A1 | 2005-09-29 | James Forbes |
| An auto rack rail road freight car is provided for carrying low density, relatively high value, relatively fragile lading. The car has trucks that have multiple dampers in a four corner arrangement in the sideframes. The dampers may include damper wedges having primary and secondary wedge angles. The spring groups in the side frames are relatively soft, giving a low vertical bounce natural frequency. In an articulated embodiment, differentially placed ballast is mounted in a biased arrangement to load the coupler end trucks to encourage a dynamic response similar to the dynamic response of the internal trucks. | ||||||
| 187 | Auto rack rail car with end closure | US11040599 | 2005-01-21 | US20050126426A1 | 2005-06-16 | James Forbes |
| An auto rack rail road car has a main deck and upper deck. It is provided with a door for controlling access thereto. The door is a radial arm door, and has a ladder mounted thereon by which personnel can ascend the second deck when the door is open. A second ladder is mounted to the first deck so that when the door is open the second ladder is positioned to co-operate with the first ladder. The arcuate path of the door is free from overhanging obstructions. The door also has internal and external weld-free stiffeners member for enhancing the rigidity thereof. A roller mounted to the door permits the door to be moved between open and closed positions. The door may further include a lock. A guide member protruding from the door co-operates with a groove in the main deck which slidingly guides the door as it moves between open and closed positions to control access to the car. | ||||||
| 188 | Rail road freight car with damped suspension | US10210797 | 2002-08-01 | US06895866B2 | 2005-05-24 | James W. Forbes |
| An auto rack rail road freight car is provided for carrying low density, relatively high value, relatively fragile lading. The car has trucks that have multiple dampers in a four corner arrangement in the sideframes. The spring groups in the side frames are relatively soft, giving a low vertical bounce natural frequency. In an articulated embodiment, differentially placed ballast is mounted in a biased arrangement to load the coupler end trucks to encourage a dynamic response similar to the dynamic response of the internal trucks. | ||||||
| 189 | Rail road car truck with bearing adapter and method | US10357318 | 2003-02-03 | US06874426B2 | 2005-04-05 | James W. Forbes |
| A swing motion rail road freight car truck is provided that has a truck bolster and a pair of side frames, the truck bolster being mounted transversely relative to the side frames. The side frames have spring seats for the groups of springs. The springs seats may be rigidly mounted in the side frames. Friction dampers are provided in inboard and outboard pairs. The biasing force on the dampers urges then to that act between the bolster ands and sideframes to resist parallelogram deflection of the truck. The bearing adapters and sideframe pedestal seats interact on a rolling linear contact interface that has a relatively small radius of curvature. | ||||||
| 190 | Rail road car with reduced slack | US10990153 | 2004-11-16 | US20050061763A1 | 2005-03-24 | James Forbes |
| A rail road car has a rail car body which includes a housing structure. The housing structure has a pair of sidewalls, a roof and at least one deck mounted to the sidewalls. An enclosed lading space is defined by the housing structure and there is at least one door for controlling access to the enclosed space. The rail road car is provided with short travel buff gear and a reduced slack, or slackless, coupler. | ||||||
| 191 | AUTO RACK CAR WITH END CLOSURE | US10685943 | 2003-10-15 | US20040250725A9 | 2004-12-16 | James W. Forbes |
| An auto rack rail road car has a main deck and upper deck. It is provided with a door for controlling access thereto. The door is a radial arm door, and has a ladder mounted thereon by which personnel can ascend the second deck when the door is open. A second ladder is mounted to the first deck so that when the door is open the second ladder is positioned to co-operate with the first ladder. The arcuate path of the door is free from overhanging obstructions. The door also has internal and external weld-free stiffeners member for enhancing the rigidity thereof. A roller mounted to the door permits the door to be moved between open and closed positions. The door may further include a lock. A guide member protruding from the door co-operates with a groove in the main deck which slidingly guides the door as it moves between open and closed positions to control access to the car. | ||||||
| 192 | Tri-level railcar | US10338813 | 2003-01-08 | US20040016362A1 | 2004-01-29 | Robert J. Cencer; Michael J. Rench |
| A tri-level railcar wherein the B deck is fixed along its entire length, rather than having hinged end sections, so that the B deck contributes to the strength and rigidity of the car. To provide sufficient clearance in the A1 and A5 positions, the B deck is positioned at a higher elevation than in conventional prior art auto rack cars. Clearances above each of the three decks may be approximately equal. High cambered decks are preferably employed at both the B and C level. The overall height of the railcar is preferably about 20null2null. All three decks may be continuously loaded and unloaded without the need to stop loading and unloading to pivot the B deck end sections. The ability of the B deck to function as a structural member of the railcar from end to end may eliminate the need for cross braces, i.e., brace bays, as included in typical prior art tri-level auto racks. The side wall posts may all be of the same or similar cross-section. | ||||||
| 193 | Railway car for transporting semi-trucks | US10423191 | 2003-04-25 | US20040000253A1 | 2004-01-01 | Ralph Hartman Schorr; Robert J. Cencer; Robert C. Ortner JR.; James M. Simpson; Michael J. Rench |
| The invention is directed to a railway car for the transportation of semi-trucks. The railway car may have an interior defined by a support surface for the trucks, a pair of upstanding sidewalls, and a roof. End doors may be located at each end of the railway car for selectively permitting access to the interior thereof. The horizontal width at the ends of the railway car may be selected to permit the trucks to be loaded into the interior of the railway car. | ||||||
| 194 | Vehicle carrying rail road car structure | US09651660 | 2000-08-29 | US06666148B1 | 2003-12-23 | Ilario A. Coslovi; James W. Forbes |
| A rail road car has a deck for carrying wheeled vehicles. The car has deck access fittings mounted between the trucks near a collapsible hitch to provide access to the highway trailer landing gear crank, and flush mounted internal bridge plates. The rail road car has side sills having flared ends to act as a guide for the highway trailers as they are backed up. The hitch is trimmed to a relatively narrow width to lessen the likelihood of fouling the tyres of the highway trailer bogies. The car has intermediate bridge plates having a flush mounted portion to facilitate hostler truck operation. The car includes dual use cross-beams suitable for supporting the deck, acting as jacking beams to permit the car to be lifted, and as container pedestal support beams, if required. | ||||||
| 195 | End door structure for an aluminum vehicle carrier railcar | US10419043 | 2003-04-17 | US20030221583A1 | 2003-12-04 | Daryl H. Michaelian; Joel C. Haas; Michael D. Howell; Jose M. Cintron; Alan B. C. Dixon; Joe F. Englehart; Bill W. Pankey; Ronnie A. Shand; William J. Spicer; Martin E. Pettet |
| An aluminum vehicle carrier railcar has an end door system attached to at least one end of an upper structure thereof including an end door pair, each pivoting about a vertical axis and having an inner and outer door member. The members move from an aligned side-by-side closed position to an open overlapping, nested position exterior and adjacent a railcar side. The members have the same exterior side facing away from the railcar in both the open and the closed positions. A linkage assembly extends from each pivot axis to the members, and each includes a pivotable main arm, an inner arm extending from the main arm to the inner member and an outer arm extending from the main arm to the outer member. Guides extend between the members and between the outer door member and the railcar to guide the relative motion of the members. | ||||||
| 196 | Auto rack deck hinge arrangement | US09631658 | 2000-08-03 | US06623223B1 | 2003-09-23 | Eric Matthew Wrobley; James P. Klag; Robert J. Recupido; Robert J. Cencer |
| A multilevel railway auto rack car for transporting automobiles is provided having at least one.upper deck with end segments pivotable to accommodate the difference in height of corresponding upper decks of adjacent auto rack cars and facilitate loading of automobiles between cars. A pivoting assembly pivots the end segment between raised and lowered positions, as well as prevents the end segment from being inadvertently left in the lowered position. | ||||||
| 197 | Rail road freight car with damped suspension | US10210797 | 2002-08-01 | US20030041772A1 | 2003-03-06 | James W. Forbes |
| An auto rack rail road freight car is provided for carrying low density, relatively high value, relatively fragile lading. The car has trucks that have multiple dampers in a four corner arrangement in the sideframes. The spring groups in the side frames are relatively soft, giving a low vertical bounce natural frequency. In an articulated embodiment, differentially placed ballast is mounted in a biased arrangement to load the coupler end trucks to encourage a dynamic response similar to the dynamic response of the internal trucks. | ||||||
| 198 | Adjustable vehicle-carrying frame | US09861212 | 2001-05-17 | US06378708B2 | 2002-04-30 | Peter Gearin; Everett A. Leech |
| An adjustable frame for carrying vehicles between elongate upright sides includes, on each side, a forward end and a rearward end, each end including an upper and lower rail section joined by elongate brace members, where the respective ends are separated from one another and a length-adjusting insert is carried between such ends to selectively permit adjustment of the position of the forward end relative to the rearward end while maintaining the ends in end-to-end alignment. On each side of the frame, preferably at least one of the upper rail sections has an end portion defining an open-ended hollow tube extending lengthwise of that side within which an elongate arm of the length-adjusting insert is slidably moveable so that structures on the outside surfaces of the rail sections will not interfere with length adjustment. Preferably, on each side, the upper and lower rail sections of the respective ends together define longitudinally aligned upper and lower pairs of open-ended tubes in which are slidably received an upper and lower pair of arms of the length-adjusting insert, thereby permitting the insert to remain permanently in position on each side regardless of the length selected. Preferably, also, the forward and rearward ends of the frame are lockable to the arms of the insert while keeping the insert centered longitudinally with respect to each side. | ||||||
| 199 | Railway car for transporting semi-trucks | US09957881 | 2001-09-21 | US20020035948A1 | 2002-03-28 | Ralph Hartman Schorr; Robert J. Cencer; Robert C. Ortner JR.; James M. Simpson; Michael J. Rench |
| The invention is directed to a railway car for the transportation of semi-trucks. The railway car may have an interior defined by a support surface for the trucks, a pair of upstanding sidewalls, and a roof. End doors may be located at each end of the railway car for selectively permitting access to the interior thereof. The horizontal width at the ends of the railway car may be selected to permit the trucks to be loaded into the interior of the railway car. | ||||||
| 200 | Lift assist mechanism for railroad car deck | US09641548 | 2000-08-17 | US06325579B1 | 2001-12-04 | James Jarvis |
| A covered railroad car includes a car body having a pair of sidewalls and at least a pair of parallel horizontal support beams extending along each of the sidewalls at substantially the same vertical height. An interior deck portion is pivotally connected to the pair of support beams so as to move about a pivot axis on each respective support beam and a pair of brackets are coupled respectively to each of the support beams. A pair of spring-loaded lift assist mechanisms are coupled respectively between each one of the pair of brackets and the interior deck portion and spaced apart from the pivot axis so as to provide a lifting force causing the interior deck portion to pivot about each pivot axis. | ||||||
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