| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 61 | Wagon pour le transport de véhicules automobiles | EP09305976.4 | 2009-10-14 | EP2177415B1 | 2012-08-01 | Remondeau, Jean-Luc |
| 62 | WAGON POUR LE TRANSPORT DE VEHICULES ROUTIERS A PLANS PORTEURS MOBILES ENTRE UNE POSITION DE TRANSPORT ET UNE POSITION DE CIRCULATION INTER-WAGON ET TRAIN CONSTITUE DE TELS WAGONS | EP06726134.7 | 2006-03-23 | EP1874584A1 | 2008-01-09 | ANDRE, Jean-Luc; BISANTZ, Frédéric |
| The invention concerns a railcar characterized by upper (9) and lower (10) running and transporting support frames wholly or partly mobile, between a lowered transporting position and a raised loading/unloading position, said support frames forming each a passage between railcars for the vehicles while they are being loaded/unloaded and a support for the vehicles in their transported position. The lower support frame (10) has a mobile central part (11) and the assembly of the two support frames is maintained by a railway carrier structure (14) with posts (15) and (16). The invention concerns the field of railway transport of road vehicles. | ||||||
| 63 | Stirnwandtür mit automatisierter Türbetätigung für einen Doppelstock-Autotransporteisenbahnwagen | EP03004415.0 | 2003-02-27 | EP1342636B1 | 2007-11-07 | Hahne, Jochen, Dipl.-Ing. |
| 64 | UNITE FERROVIAIRE A USAGE MIXTE POUR LE TRANSPORT COMBINE RAIL/ROUTE DE VEHICULES ROUTIERS | EP02800638.5 | 2002-10-08 | EP1434708B1 | 2005-02-02 | LOHR, Robert |
| The invention concerns a mixed-use railway unit characterized in that it comprises a pivoting railway structure (1) consisting of a low-frame base (11) forming a lower loading floor (12) and two flank lateral walls (15) and (16), comprising each support means (17) combined with means for supporting directly transported vehicles, retractable or foldable in inactive position and brought in horizontal working position to form an upper floor for road vehicles to be transported, the lateral walls (15) and (16) being optionally prolonged by a retractable, detachable or foldable covering structure (25). The invention is applicable to mixed rail/road transport of road vehicles either directly or by loading vehicle-carrying trucks on the railway car. | ||||||
| 65 | ADJUSTABLE HEIGHT RAIL CARR | EP01964600.9 | 2001-08-14 | EP1436185A1 | 2004-07-14 | Lewin, Henry B. |
| A railroad car (1) with adjustable floor (11, 13, 17, or 19) and roof (27) sections, an adjusting mechanism (21, 23) connected to each, allowing a user to independently or in unison adjust the relative heights of each and/or convert the car from a bi-level to a tri-level car. The overall height of the car can be reduced, which results in reduced costs because the need to stockpile bi-level and tri-level cars for use on routes with different height restrictions is eliminated. | ||||||
| 66 | Gedeckter Eisenbahngüterwagen mit zwei Ladeebenen, insbesondere über die Stirnseiten be-und entladbarer Doppelstock-Autotransportwagen | EP03027178.7 | 2003-11-27 | EP1433685A1 | 2004-06-30 | Beier, Günter, Dipl.-Ing.; Böhm, Wolfgang, Dipl.-Ing.; Hesse, Gernot, Dipl.-Ing. |
Die Erfindung betrifft einen gedeckten Eisenbahngüterwagen mit zwei Ladeebenen (12, 13), insbesondere über die Stirnseiten be- und entladbarer Doppelstock-Autotransportwagen, der feste Seitenwände (15) und zu öffnende und zu verschließende Stirnwände sowie ein in Fahrstellung auf die Seiten- und Stirnwände abgesenktes und aus dieser Stellung für den Beladevorgang nach oben anhebbares Hubdach (3) und eine in den Seitenwänden (15) angeordnete Schiebetüranordnung. Um den seitlichen Zugang des Innenraums des Wagens und die Sicherung der Schiebetüranordnung bei geschlossenem Hubdach (3) als auch das Entsichern der Schiebetüren (1, 2) bei angehobenem Hubdach (3) zu verbessern, ist die Schiebetüranordnung an einer Seitenwand (15) durch eine obere Schiebetür (1) für die obere Ladeebene (12) und eine untere Schiebetür (2) für die untere Ladeebene (13) gebildet, wobei beide Schiebetüren (1, 2) bei abgesenktem Hubdach (3) durch Verriegelungsmittel verriegelt und bei angehobenem Hubdach (3) entriegelt sind. |
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| 67 | End door in railway transport wagons | EP02396069.3 | 2002-05-15 | EP1262388A1 | 2002-12-04 | Heilimo, Veijo; Iitti, Raimo |
A door assembly in a railway transport wagon, comprising a chassis (19) and a cover (18). The said door assembly forms the end doors of the railway wagon and comprises vertical, parallel door leaves (1, 2), which have vertical dimensions smaller than the height (H*) of the door opening (20). On the opposite vertical edges (8a, 8b) of each door leaf, there are guide rollers (5), which are not dependent on the other door leaves, and which bear on the linear guide rails 31a, 31b; 32a, 32b located on the sides of the door opening, for guiding the door leaves past each other, maintaining their vertical position, between a closed position (Ko) and an open position (Ao) above the door opening. |
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| 68 | Unité de transport mixte autoportable et transformable pour le transport combiné rail/route de fret et de véhicules | EP95440012.3 | 1995-03-31 | EP0675020B1 | 1998-09-09 | André, Jean-Luc; Morel, Hervé |
| 69 | Bi-tri-level deck system for a railcar | EP96306335.9 | 1996-09-02 | EP0788958A2 | 1997-08-13 | Ehrlich, Donald J.; Ehrlich, Rodney P.; Smidler, Francis S.; Williams, DeWayne B. |
A railcar (20) which forms part of an articulated train includes a novel deck system (24, 24b, 24c, 24d) and a novel, low-level, low-profile, no slack coupler (22). The railcar (20) is formed from a floor (32), upstanding side walls (34, 36) which are connected to the floor (32) and a top (38) to form an enclosure. The deck system (24, 24b, 24c, 24d) includes an upper deck (54) and a lower deck (56) which are connected together and are counterbalanced against each other. The decks (54, 56) are movable to a first position wherein the decks (54, 56) abut against each other so that cargo, such as automobiles, general freight and the like, can be loaded onto the upper deck (54) and onto the floor (32). The decks (54, 56) are movable to a second position wherein the decks (54, 56) are spaced apart from each other so that cargo can be loaded onto the upper deck (54), the lower deck (56) and the floor (32). In two of the embodiments of the novel deck system (24, 24d), the decks (54, 56) can be moved relative to the floor (32) when the decks (54, 56) are in the first and second positions. The novel low-profile coupler (22) attaches the railcars (20) together and takes the form of a socket (164) on a rear end (30) of the railcar (20) and a tongue (162) on the front end (28) of the railcar (20). A plurality of windows (42, 60) are provided in the top wall (38) and in the decks (54, 56) to allow light to enter into the interior of the railcar (20). |
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| 70 | ADJUSTABLE VEHICLE-CARRYING FRAME FOR INSERTION INTO DIFFERENTLY-SIZED CONTAINERS | EP94930682 | 1994-10-06 | EP0727950A4 | 1997-04-09 | GEARIN PETER; HALPIN TERENCE; PILEGGI JAMES D; BROWNE MICHAEL P J; BEUTLER WILLIAM C |
| An adjustable frame (200) for carrying vehicles between elongate upright sides preferably includes a length-adjusting mechanism (206) for expanding the length of the frame to fit transport contaiers of different sizes, a friction-reducing mechanism (300) for smoother, safer and faster lengthwise adjustment of the respective frame sections, and a door-protecting mechanism including not only the length-adjusting mechanism but also shock-absorbing bumper assemblies (360, 362) for protecting the container door, the frame (200) and the vehicles on the frame through a reduction in the peak level of shock forces generated during collisions between the container door and the frame. Preferably, the adjustable frame (200) has only two sections (212, 214) for faster locking and is configured to flexibly accommodate different vehicle lengths, including by support of a pair of vehicle wheels in a center position on the frame. | ||||||
| 71 | ADJUSTABLE VEHICLE-CARRYING FRAME FOR INSERTION INTO DIFFERENTLY-SIZED CONTAINERS | EP94930682.0 | 1994-10-06 | EP0727950A1 | 1996-08-28 | GEARIN, Peter; HALPIN, Terence; PILEGGI, James, D.; BROWNE, Michael, P., J.; BEUTLER, William, C. |
| An adjustable frame (200) for carrying vehicles between elongate upright sides preferably includes a length-adjusting mechanism (206) for expanding the length of the frame to fit transport contaiers of different sizes, a friction-reducing mechanism (300) for smoother, safer and faster lengthwise adjustment of the respective frame sections, and a door-protecting mechanism including not only the length-adjusting mechanism but also shock-absorbing bumper assemblies (360, 362) for protecting the container door, the frame (200) and the vehicles on the frame through a reduction in the peak level of shock forces generated during collisions between the container door and the frame. Preferably, the adjustable frame (200) has only two sections (212, 214) for faster locking and is configured to flexibly accommodate different vehicle lengths, including by support of a pair of vehicle wheels in a center position on the frame. | ||||||
| 72 | Autoreisezug | EP92250161.4 | 1992-06-22 | EP0522671B1 | 1995-04-12 | Reuter, Fritz, Dipl.-Ing.; Weidinger, Hans, Dipl.-Ing. |
| 73 | LOADING AND UNLOADING SYSTEM FOR THE RAILWAY TRANSPORT OF GIANT CONTAINERS AND SEMITRAILERS | EP90916350.3 | 1990-11-12 | EP0453537B1 | 1995-02-22 | BROWN, John George |
| A shuttle system comprises swop-bodies having integral, or 'add-on', load bearing wheels; terminal platforms with angularly displaced bays for the swop-bodies on opposing sides of a single railway track; and rail wagons having underframes surmounted by shallow turntable body carrying frames rotatable to align with the angularly displaced bays of the terminal platform during simultaneous discharging and loading of the arrival bodies and departure bodies respectively. Swop-bodies may be road semi-trailers simultaneously reversed on/pushed off rail wagons by terminal tractors, and may be lowered into wells in the wagons to comply with rail loading height gauge restrictions. Turntable frames on the wagons may be omitted and complete wagons with bodies superimposed individually turned on rail track turntables alignable with the angularly displaced bays. Wagon couplings disengage and re-engage automatically during the respective anti-clockwise and clockwise turntable motions. | ||||||
| 74 | Vorrichtung zum Be- und Entladen eines Schienenfahrzeuges | EP91119424.9 | 1991-11-14 | EP0486942B1 | 1995-01-18 | Rainer, Peter, Ing.; Eberharter, Manfred, Dipl., Ing.; Ebner, Bernhard, Dr. |
| 75 | Véhicule pour le transport d'automobiles et notamment véhicule ferroviaire | EP94490007.5 | 1994-03-16 | EP0630792A1 | 1994-12-28 | Vilette, Christian |
L'invention se rapporte à un véhicule pour le transport d'automobiles comprenant deux plateformes (2, 3) superposées appelées inférieure (2) et supérieure (3), un capot avec une section transversale sensiblement en forme de U inversé couvrant sensiblement en totalité les côtés latéraux du véhicule et des moyens de manoeuvre du capot en vue de le lever d'une hauteur prédéterminée par rapport à un plan de référence. Il est caractérisé en ce que, d'une part, le capot est monobloc et, d'autre part, les moyens de manoeuvre du capot comprennent :
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| 76 | Hub- und Arretiereinrichtung für das Dach und die obere Ladebühne von gedeckten Doppelstockautotransportwagen | EP93250359.2 | 1993-12-22 | EP0603991A1 | 1994-06-29 | Bartel, Manfred; Metze, Hans-Jürgen; Theurich, Hans |
Die Erfindung betrifft eine Hub- und Arretiereinrichtung für das Dach und die obere Ladebühne an gedeckten Doppelstockautotransportgüterwagen, die zur Anpassung an unterschiedliche Fahrzeugumgrenzungen und Transportanforderungen höhenverstellbarem Fahrzeugdach und Ladebühne. Ausgehend von der Aufgabenstellung, einen Dach- und Bühnenantrieb sowie eine Lagerung für gedeckte Doppelstockautotransportgüterwagen zu schaffen, wobei die jeweilige Stellung von Dach und oberer Ladebühne frei wählbar ist, den Aufwand bei der Herstellung und Unterhaltung gering zu halten, die Funktionssicherheit und Leichtgängigkeit zu vergrößern und die Bedienung zu vereinfachen, sind in jeder Tragsäule (3-6) für das Fahrzeugdach (1) kombinierte Dach- und Ladebühnenspindelgetriebe (8) vorhanden, für die ein gemeinsamer oder für ein Tragsäulenpaar (3-6) gemeinsamer umschaltbarer Antrieb vorgesehen ist. Für die vertikale Dach- und Ladebühnenführung zwischen Fahrzeugdach (1) und Tragsäulen (3-6) sowie zwischen oberer Ladebühne (2) und Tragsäulen (3-6) sind Führungselemente (15) seitlich außerhalb der Tragsäulen (3-6) angeordnet, die auf der an einem Fahrzeugende befindlichen Festlagerseite (18) aus das Fahrzeugdach (1) und die obere Ladebühne (2) in Längs- und Querrichtung stabilisierenden Rollenführungen (17) bestehen und auf der Loslagerseite (19) aus das Fahrzeugdach (1) und die obere Ladebühne (2) in Querrichtung stabilisierenden Rollenführungen (17) bestehen. |
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| 77 | Vehicle-carrying frame | EP92309891.7 | 1992-10-28 | EP0540320A3 | 1994-01-19 | Halpin, Terence; Kiive, Donald |
A frame (30) for carrying two or more tiers of vehicles within a standard cargo-carrying container (52) includes frame-supporting wheels (106) rotatably supported in interposed relation between the sides (114a, 114b) of the lower rails (58) of the frame for streamlined operation. In use, the vehicles are supported by wheel cradles (84) carried by support hangers (50) adjustably mounted on vertical tension members (98) suspended from upper rails (56) of the frame. The upper and lower rails (56, 58) of the frame are provided with structures, such as upper and lower plates (140, 141) each having a toothed edge (188 or 189), that enable selective coupling of each vertical tension member (98) to the upper and lower rails (56, 58) either in a first suspended position in which longitudinal movement along the respective rails is possible or in a second suspended position locked against such movement. The frame (30) also includes a storage mechanism where each vehicle-supporting wheel cradle (84) is pivotable about a load-bearing hanger (50) for securement in a storage position extending parallel to the sides (55a, 55b) of the frame. Also included is a mechanism (290) for limiting longitudinal movement of the frame inside a container (52), which includes a head (352) selectively extensible in a direction longitudinal of the frame toward an interior margin of the container. The frame (30) is collapsible when not in use, and the head (352) may also pivot transversely for engagement with a respective side wall (53a, 53b) of the container so that the ends of a number of collapsed frames may be securely held in transversely clamped condition (Figure 14) within a single container (52). |
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| 78 | Adjustable vehicle-carrying frame | EP93302829.2 | 1993-04-13 | EP0567261A2 | 1993-10-27 | Gearin, Peter |
An adjustable frame (20) for carrying vehicles (22) between elongate upright sides includes, on each side, a forward end (38) and a rearward end (36), each end (36,38) including an upper and lower rail section (28a-b), (30a-b) joined by elongate brace members (26), where the respective ends are separated from one another and a length-adjusting insert (40) 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 (20), preferably at least one of the upper rail sections (28a-b) has an end portion defining an open-ended hollow tube (62a-b) extending lengthwise of that side within which an elongate arm (50a-b) of the length-adjusting insert (40) 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 (28a-b), (30a-b) of the respective ends (38,36) together define longitudinally aligned upper and lower pairs of open-ended tubes (62a-b), (64a-b) in which are slidably received an upper and lower pair of arms (50a-b), (52a-b) of the length-adjusting insert (40), thereby permitting the insert to remain permanently in position on each side regardless of the length selected. Preferably, also, the forward and rearward ends (38,36) of the frame (20) are lockable to the arms of the insert (40) while keeping the insert centered longitudinally with respect to each side. |
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| 79 | BÜHNENABSTÜTZUNG FÜR EINE HÖHENVERSTELLBARE LADEBÜHNE EINES GÜTERWAGENS | EP92921615.0 | 1992-10-21 | EP0565666A1 | 1993-10-20 | LUBOSCH, Klaus; METZE, Hans-Jürgen; HANSCH, Gerd |
| Une plate-forme de chargement (2) est montée sur un wagon de marchandises entre deux paires de guides (2) verticaux qui se font face. Deux paires de paliers (11) de plate-forme sont assujettis à la plate-forme de chargement (1). Une broche-guide (7) est guidée dans chaque guide (2). La plate-forme de chargement (1) est montée pivotant autour d'un premier axe transversal horizontal sur une paire de broches-guides (7), au moyen d'une paire de paliers (11) de plate-forme (11). Au moyen de l'autre paire de paliers (11) de plate-forme, la plate-forme de chargement (1) est montée sur une paire d'appuis pendulaires (13) pivotant chacun sur une des broches-guides restantes (7) autour d'un deuxième axe transversal horizontal. La plate-forme de chargement (1) est mobile entre une position inclinée de chargement et de déchargement d'une part et une position horizontale de transport d'autre part. Les appuis pendulaires (13) sont mobiles au-delà d'un point mort (15), au niveau duquel ils sont d'aplomb, ce qui génère des forces s'exerçant dans le sens de la longueur du wagon de marchandises qui mettent en prise les broches-guides (7) avec les guides (2). On évite ainsi que les secousses pendant le transport n'entraînent l'usure des guides (2) et ne produisent des bruits. | ||||||
| 80 | An intermediate bellows for a railway wagon combination | EP92850300.2 | 1992-12-17 | EP0548037A1 | 1993-06-23 | Mäenpää, Olavi; Räty, Juhani; Riihiaho, Voitto |
An intermediate-bellows structure for use between two covered railway wagons carrying automobiles. The intermediate bellows (1) has a rigid frame (2a, 2b) in each of its edges connecting to the different wagons (3a, 3b). The vertical sides (4a, 4b) of the wagon-body ends are shaped into guides along which the intermediate bellows can, by transmission of its rigid frame, be raised slidingly to provide passage clearance during the loading of the wagon and be lowered for the duration of the travel of the train. |
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