| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 41 | Untergestell für einen für hohe achslasten ausgelegten eisenbahnkesselwagen | EP92113396.3 | 1992-08-06 | EP0526894B1 | 1994-11-09 | Seidenstücker, Bernhard |
| 42 | Transportbehälter, insbesondere schienengebundener Kessel- oder Schüttgutwagen mit Behälterschutzeinrichtung | EP89102745.0 | 1989-02-17 | EP0339199B1 | 1994-06-15 | Ney, Ulrich, Dipl.-Ing. |
| 43 | Untergestell für schienengebundene Güterwagen, insbesondere für Kesselwagen und geschlossene Schüttgutwagen | EP90104791.0 | 1990-03-14 | EP0389866A3 | 1991-10-09 | Giese, Klaus-Dieter, Dr.; Schnebbe, Günter, Dipl.-Ing.; Könke, Diethard, Prof. Dr.-Ing.; Beier, Günter, Dipl.-Ing.; Höhne, Wolfram, Dipl.-Ing. |
Um bei einem Güterwagen die Verbindungsstellen zwischen Aufbau (15) und Untergestell (1) bei Pufferstößen auf der Seite des Pufferstoßes zu entlasten und die auftretenden Pufferkräfte zu verringern, ist der Aufbau (15) des Güterwagens an seinen Enden (A, B) in Richtung auf die Quermittelebene des Untergestells (1) festgelegt, in Richtung auf die Enden (A, B) des Untergestells (1) jedoch gegen dieses längsverschieblich gehalten, so daß Kräfte aus einem Pufferstoß über das Untergestell (1) in das dem Pufferstoß abgewandte Ende des Aufbaus (15) eingeleitet werden. Weiter ist das Untergestell (1) in Längsrichtung reversibel nachgiebig ausgebildet, wobei eine Energieaufnahme und ein nennenswerter Abbau der Pufferstoßkraft durch gezielte reversible Biegung der Trägerstruktur oder von Teilen der Trägerstruktur der Kopfsektionen (2) und/oder der Mittelsektion (3) des Untergestells (1) erfolgt. |
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| 44 | Kesselwagen zum Transport gefährlicher Güter | EP88102509.2 | 1988-02-20 | EP0281827B1 | 1991-09-11 | Delle, Heinz, Dr. Dipl.-Chem.; Deller, Karl; Geiger, Friedhelm, Dr. Dipl.-Chem.; Pietrowski, Edmund, Dipl.-Ing. |
| 45 | Transportbehälter, insbesondere schienengebundener Kessel- oder Schüttgutwagen mit Behälterschutzeinrichtung | EP89102745.0 | 1989-02-17 | EP0339199A3 | 1990-10-17 | Ney, Ulrich, Dipl.-Ing. |
Die Erfindung betrifft einen Transportbehälter (1) mit einer Behälterschutzeinrichtung, die beidseitig seitlich am Behältermantel in Längsrichtung des Transportbehälters (1) als Band bestimmter Breite angeordnet ist (Fig. 1). Die Behälterschutzeinrichtung ist als Mehrschichtbandage (6) ausgebildet, die an den Längsseiten des Transportbehälters (1) gehalten und jeweils an den Stirnseiten des Transportbehälters (1) festgelegt ist. Durch die gute Absorptionsfähigkeit und große Verformungsfähigkeit wird der Transportbehälter (1) weitgehend vor Gewaltbeanspruchungen, die im Bereich der Mehrschichtbandage (6) einwirken, geschützt. |
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| 46 | Untergestell für schienengebundene Güterwagen, insbesondere für Kesselwagen und geschlossene Schüttgutwagen | EP90104791.0 | 1990-03-14 | EP0389866A2 | 1990-10-03 | Giese, Klaus-Dieter, Dr.; Schnebbe, Günter, Dipl.-Ing.; Könke, Diethard, Prof. Dr.-Ing.; Beier, Günter, Dipl.-Ing.; Höhne, Wolfram, Dipl.-Ing. |
Um bei einem Güterwagen die Verbindungsstellen zwischen Aufbau (15) und Untergestell (1) bei Pufferstößen auf der Seite des Pufferstoßes zu entlasten und die auftretenden Pufferkräfte zu verringern, ist der Aufbau (15) des Güterwagens an seinen Enden (A, B) in Richtung auf die Quermittelebene des Untergestells (1) festgelegt, in Richtung auf die Enden (A, B) des Untergestells (1) jedoch gegen dieses längsverschieblich gehalten, so daß Kräfte aus einem Pufferstoß über das Untergestell (1) in das dem Pufferstoß abgewandte Ende des Aufbaus (15) eingeleitet werden. Weiter ist das Untergestell (1) in Längsrichtung reversibel nachgiebig ausgebildet, wobei eine Energieaufnahme und ein nennenswerter Abbau der Pufferstoßkraft durch gezielte reversible Biegung der Trägerstruktur oder von Teilen der Trägerstruktur der Kopfsektionen (2) und/oder der Mittelsektion (3) des Untergestells (1) erfolgt. |
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| 47 | Transportbehälter, insbesondere schienengebundener Kessel- oder Schüttgutwagen mit Behälterschutzeinrichtung | EP89102745.0 | 1989-02-17 | EP0339199A2 | 1989-11-02 | Ney, Ulrich, Dipl.-Ing. |
Die Erfindung betrifft einen Transportbehälter (1) mit einer Behälterschutzeinrichtung, die beidseitig seitlich am Behältermantel in Längsrichtung des Transportbehälters (1) als Band bestimmter Breite angeordnet ist (Fig. 1). Die Behälterschutzeinrichtung ist als Mehrschichtbandage (6) ausgebildet, die an den Längsseiten des Transportbehälters (1) gehalten und jeweils an den Stirnseiten des Transportbehälters (1) festgelegt ist. Durch die gute Absorptionsfähigkeit und große Verformungsfähigkeit wird der Transportbehälter (1) weitgehend vor Gewaltbeanspruchungen, die im Bereich der Mehrschichtbandage (6) einwirken, geschützt. |
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| 48 | Tank vehicle for transporting hazardous matter | EP88102509 | 1988-02-20 | EP0281827A3 | 1988-12-28 | Delle, Heinz, Dr. Dipl.-Chem.; Deller, Karl; Geiger, Friedhelm, Dr. Dipl.-Chem.; Pietrowski, Edmund, Dipl.-Ing. |
| 49 | Kesselwagen zum Transport gefährlicher Güter | EP88102509.2 | 1988-02-20 | EP0281827A2 | 1988-09-14 | Delle, Heinz, Dr. Dipl.-Chem.; Deller, Karl; Geiger, Friedhelm, Dr. Dipl.-Chem.; Pietrowski, Edmund, Dipl.-Ing. |
Ein Kesselwagen zum Transport gefährlicher Güter, der einen größtmöglichen Schutz bei Transportunfällen gegen das Auslaufen des Gutes bietet, besitzt einen Dom innerhalb der Kontur des Kessels und als Flankenschutz Sattelseitenbleche, die sich über die gesamte Länge des Untergestells erstrecken und außerhalb des Kesselbereis eine Höhe über dem Untergestell von mindestens dem Puffertellerdurchmesser besitzen. |
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| 50 | TRANSPORT TANKER REINFORCEMENT | US14552698 | 2014-11-25 | US20150083021A1 | 2015-03-26 | Rosario A. Blanco; Gabriel L. Buzas; Peter R. Manyek; Raul C. Rosiles |
| A transport tanker and a method of reinforcing a transport tanker are generally provided. The transport tanker may include a tank body, and a coupling structure, including a web extending from the tank body, for transferring a towing load to the tank body. A load spreading structure may be affixed to the tank body and configured to spread at least a portion of a load experienced by the tank body in a region proximate a terminal end of the web. The load spreading structure may include a reinforcing member including a elongated U-shaped member including two legs joined at a first end by an arcuate section. A respective one of the two legs may be at least partially disposed on opposed sides of the web with web at least partially received within an open second end of the U-shaped member. | ||||||
| 51 | Modular hydraulic hammer reduction system for railroad tank cars | US14299397 | 2014-06-09 | US20140345732A1 | 2014-11-27 | S. Elwood YANDLE, II; S. Elwood YANDLE, III |
| A modular hydraulic hammer reduction system for railroad tank cars includes tubular hydraulic hammer reduction devices which include means to connect the tubular devices to flanges other than by welding or being cast together. For example, the tubular devices can be press fit into the flanges, or the tubular devices can be connected to the flanges with snap rings (preferably spiral-lock snap rings), or even more preferably the tubular devices can be press fit into the flanges and the tubular devices can be connected to the flanges with snap rings (preferably spiral-lock snap rings). The advantage of this modular construction is that one can manufacture multiple tubular devices and multiple flanges of each type, and connect the flanges to the tubular devices on an as-needed basis. This is preferable to having many of each type of hydraulic hammer reduction system assembled and ready to be delivered, as the demand for different types of hydraulic hammer reduction systems varies and storing fully assembled devices will take up more space. | ||||||
| 52 | Modular hydraulic hammer reduction system for railroad tank cars | US13553384 | 2012-07-19 | US08783280B2 | 2014-07-22 | S. Elwood Yandle, II; S. Elwood Yandle, III |
| A modular hydraulic hammer reduction system for railroad tank cars includes tubular hydraulic hammer reduction devices which include means to connect the tubular devices to flanges other than by welding or being cast together. For example, the tubular devices can be press fit into the flanges, or the tubular devices can be connected to the flanges with snap rings (preferably spiral-lock snap rings), or even more preferably the tubular devices can be press fit into the flanges and the tubular devices can be connected to the flanges with snap rings (preferably spiral-lock snap rings). The advantage of this modular construction is that one can manufacture multiple tubular devices and multiple flanges of each type, and connect the flanges to the tubular devices on an as-needed basis. This is preferable to having many of each type of hydraulic hammer reduction system assembled and ready to be delivered, as the demand for different types of hydraulic hammer reduction systems varies and storing fully assembled devices will take up more space. | ||||||
| 53 | Modular hydraulic hammer reduction system for railroad tank cars | US13553384 | 2012-07-19 | US20130019981A1 | 2013-01-24 | S. E. Yandle, II; S. E YANDLE, III |
| A modular hydraulic hammer reduction system for railroad tank cars includes tubular hydraulic hammer reduction devices which include means to connect the tubular devices to flanges other than by welding or being cast together. For example, the tubular devices can be press fit into the flanges, or the tubular devices can be connected to the flanges with snap rings (preferably spiral-lock snap rings), or even more preferably the tubular devices can be press fit into the flanges and the tubular devices can be connected to the flanges with snap rings (preferably spiral-lock snap rings). The advantage of this modular construction is that one can manufacture multiple tubular devices and multiple flanges of each type, and connect the flanges to the tubular devices on an as-needed basis. This is preferable to having many of each type of hydraulic hammer reduction system assembled and ready to be delivered, as the demand for different types of hydraulic hammer reduction systems varies and storing fully assembled devices will take up more space. | ||||||
| 54 | Railroad tank car | US09553090 | 2000-04-19 | US06357363B1 | 2002-03-19 | Daniel V. Miltaru |
| A railway tank car of light weight and high cargo load capacity in which a tank shell structure is carried on and unified with an underframe including a stub sill at each end, a pair of spaced apart saddle bolsters, each joined to a respective one of the stub sills, and a center sill interconnecting the saddle bolsters. The tank shell rests on and is welded to the center sill, the saddle bolsters, and the stub sills, so that the tank shell is an integral part of the car, and both static and dynamic load forces resulting from train operation and from cargo loads are shared by the tank and the underframe. The underframe is constructed primarily of welded flat plate, with a minimum of specially formed parts and difficult welds, in order to simplify and minimize the costs of construction. | ||||||
| 55 | Weld support for railway tank car underbody construction | US89305 | 1993-07-12 | US5351625A | 1994-10-04 | Laurence E. Culligan; Paul J. Dumser |
| A weld support (50) for use with a center sill assembly (16) for supporting a cradle pad (12) used to support the end of a railway tank car body (B). The center sill assembly includes first and second spaced apart side plates (18, 20) spaced to either side of the car body, and a top plate (28). The weld support comprises first and second support members (52, 54) installed on opposite sides of the assembly. A pocket (56) is formed in the center sill assembly on each side thereof. A respective weld support member is attached to the top plate adjacent the respective pockets, for the weld support members to extend above the upper surface of the top plate. The weld support members each provide a substantial contact surface with the cradle pad. Each weld support member also helps pool welding material in the respective pockets to effect a strong weld between the cradle pad and center sill assembly. | ||||||
| 56 | Railway car underbody structure and method | US729992 | 1991-07-15 | US5159882A | 1992-11-03 | John A. Krug; William L. Willis; Paul J. Dumser; William U. Casseau; William T. Deet; Laurence E. Culligan; Bruce A. Walter |
| An improved railway car underbody support structure and method for economically constructing same. The structure includes a center sill assembly having a pair of vertically disposed side plates spaced equidistant from the longitudinal center line of the car body and extending from a coupler longitudinally inboard to a wheeled truck assembly. The truck assembly carries two laterally spaced side bearing members for bearing the load of the car body during lateral tilting of the car body. One of the improved features is a unitary metal member cut from an economically patterned metal plate. The unitary members, which are themselves free of any weld lines which may crack under the extreme loads exerted on railway cars, are welded to the underside edge of a respective side plate and welded together beneath the center line of the car body. The unitary members act as, 1) a bottom side flange to stiffen the side plates, 2) a bottom cover plate to help integrate the still and 3) as a bottom bolster support which extends over a respective side bearing member. The invention also features a mini-bolster inwardly spaced from the main bolster to distribute the car body load through the still assembly; a unique side plate upper edge configuration and weld line placement; and a pair of reinforcing bars welded beneath the end of the car body on the inside vertical surfaces of respective side plates; all to provide improved structural underbody integrity and performance. | ||||||
| 57 | Hydraulic hammer reduction system for railroad tank cars | US859791 | 1986-05-05 | US4840192A | 1989-06-20 | Sylvester E. Yandle, II |
| A mechanical hydraulic dampening device having kinetic energy dissipating baffles in its interior with no moving parts, which device is included in a moving tank car carrying a liquid load, such as for example a railroad tank car, having a rupture disk assembly at the top of the tank to prevent fracturing of the tank due to hydraulic hammer action, the device being located in line between the rupture disk and the liquid load. When the tank is suddenly moved, the shifting liquid load passes through the pipe-like device, impacting against a series of longitudinally spaced, opposed, diverging, upwardly angled, flat plates each extending across more than 50% of the interior of the pipe body of the device, causing its energy and the hydraulic hammer action to be dissipated. In most, if not all, cases the presence of the mechanical baffling device prevents the rupture disk from rupturing, while maintaining the hydraulic hammer action down to acceptable limits, preventing spilling of any of the liquid load which otherwise would have occurred through the rupture disk. The device is relatively small, occupying and extending into far less than 1% of the total tank capacity. | ||||||
| 58 | Lifting structure for railway tank car | US516683 | 1983-07-25 | US4557199A | 1985-12-10 | John E. Everett, Jr. |
| The tank of a railway tank car is supported adjacent to its opposite ends on two truck-mounted underframes, each underframe including a pair of body bolster plates disposed in a plane substantially perpendicular to the longitudinal axis of the tank and having an upper edge spaced well above the associated truck. Cover plates extend along the outer edges of the body bolster plates substantially perpendicular thereto and projecting upwardly above the upper edges thereof. Each body bolster plate has a rectangular notch in the upper edge thereof spaced closely adjacent to the outer surface of the tank. A lifting lug extends along each upper edge from the cover plate to the slabbing to close the upper end of the notch and define an opening to receive an associated lifting lug. Each lug has a broad inner end against the tank slabbing. | ||||||
| 59 | Railway tank car cradle support | US48925 | 1979-06-15 | US4257332A | 1981-03-24 | Mark A. Sechrist |
| A tank car stub sill underframe is assembled by welding together a pair of angles to opposite edges of a longitudinally extending curved plate to form a generally channel-shaped section. The channel-shaped section includes a concave top plate and a pair of vertically extending legs welded to the concave top plate. Each leg includes an outwardly extending, horizontal flange at the base of each leg. The curved plate includes a first portion extending from the end of the car inboard to a point adjacent, but outboard of, the car body bolster in which the curved plate spans the distance between the vertical legs and each of the plate's transverse outer edges engage the upper end of one of the vertical legs. The curved portion includes a second or intermediate portion extending from the inner end of the first portion through the body bolster area and continuing considerably inboard of the bolster area. In this second, or intermediate, portion the transverse outer edges of the curved plate extend outwardly and above the vertical legs in a concave contour to support the tank. A conventional body bolster extends transversely on either side of the stub sill. The bolster includes a top cover plate which abuts and is welded to the respective outer edges of the curved plate. A third, inner portion of the curved plate extends inboard of the intermediate portion to reinforce the tank. The transverse extent of the curved plate preferably is gradually reduced on each side of the third or inner portion, forming a pair of transversely spaced, horizontal tapers. | ||||||
| 60 | Continuous cradle pad and skid for railway cars | US905499 | 1978-05-12 | US4220097A | 1980-09-02 | Richard J. Wempe; Paul J. Dumser |
| In accordance with the present invention, a railway tank car is provided with a tank car skid arrangement including a continuous tank cradle pad extending the full distance between the stub sills located at opposite ends of the car. The cradle pad is curved to follow the tank bottom contour. A reinforcing plate is rigidly attached to the cradle pad extending transversely and longitudinally outwardly on either side of at least one tank car bottom fitting (lading valve and/or sump) depending from the tank bottom. The reinforcing plate is preferably also curved to follow the contour of the cradle pad and the tank bottom. A tank car skid extending longitudinally and transversely of the bottom fitting is rigidly attached to the reinforcing plate. The skid includes opposite end portions which are welded to the tank and which extend downwardly and inwardly toward a center section which contains the bottom fitting. The skid preferably extends longitudinally of the tank at least three inches on each side of the projection for each one inch that the bottom fitting extends below the outer surface of the tank bottom. | ||||||
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