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 |
|---|---|---|---|---|---|---|
| 21 | Energy absorber and especially rolling stock including such absorber | JP2823098 | 1998-02-10 | JPH10226334A | 1998-08-25 | HACHET JOEL; GIBEAU MICHEL; LAPORTE JEAN JACQUES |
| PROBLEM TO BE SOLVED: To keep a driver's living space in its initial state when a front or a little oblique collision is caused by interposing an energy absorber formed substantially like a parallelepiped between a driver's cab and a car body. SOLUTION: An energy absorber 1 for a rolling stock is formed substantially like a parallelopipe to be interposed between a driver's cab and a car body, and both larger area opposite surfaces of the parallelepiped are respectively arranged on the face formed by the rear of the driver's cab 2 and a face formed by the front 3A of a car body 3. The energy absorber 1 includes first and second plate rings 4, 5 opposite to each other, the first plate ring 4 is arrange parallel to the rear 2A of the dryer's cab 2, and the second plate ring 5 is arranged parallel to the front 3A of a passenger room 3. Both plate rings 4, 5 are connected to each other by a turning element 6 having first and second coupling members 7, 8 on the upper side thereof, and further a buffer device 9 of a piston structure is arranged below the energy absorber 1. COPYRIGHT: (C)1998,JPO | ||||||
| 22 | DRAFT AND BUFFER APPARATUS | US15439265 | 2017-02-22 | US20170158211A1 | 2017-06-08 | Bernhard Bonney; Martin Schueler |
| The invention is directed to a draft and buffer apparatus for a track-guided vehicle. The apparatus includes a coupling rod and a draft yoke for connecting the coupling rod to the vehicle body. An energy-dissipating device is arranged between the vehicle and the coupling rod for receiving draft and buffer forces. The energy-dissipating device includes a reversible energy-dissipating unit and is configured so as to cause the force flow of the buffer loads transmitted thereto from the coupling rod and of the draft loads transmitted via the draft yoke thereto to be conducted through the energy-dissipating device and to be transmitted to the vehicle body. The energy-dissipating device further includes an irreversible energy-dissipating unit providing irreversible energy dissipation. The energy-dissipation device is mounted within the axial extent of the draft yoke when viewed in the longitudinal direction of the vehicle. | ||||||
| 23 | Energy absorption/coupling system for a railcar and related method for coupling railcars to each other | US14467885 | 2014-08-25 | US09669848B2 | 2017-06-06 | George S. Creighton; Aubra D. McKisic; Donald E. Wilt; Robert J. Pokorski; Keith A. Salis; Erich A. Schoedl |
| An energy absorption/coupling system for a railcar including a draft assembly provided toward opposed ends of a centersill on the railcar. Each draft assembly includes a coupler and a draft gear assembly disposed in longitudinally disposed and operable relation relative to each other. The coupler is configured to allow at least 4.5 inches of travel in a single longitudinal direction during operation of the coupler. The draft gear assembly of each draft assembly is configured to consistently and repeatedly withstand up to about 110,000 ft-lbs. of energy imparted to the energy absorption/coupling system at a force level not to exceed 900,000 lbs. over a range of travel of a wedge member in an inward axial direction relative to the housing of at least 4.5 inches. With the present invention disclosure, high level impact forces between rail cars can be absorbed and dissipated while maintaining an overall length of the railcar constant and unchanged. A method for releasably coupling two railcars to each other is also disclosed. | ||||||
| 24 | Railcar energy absorption/coupling system | US14540209 | 2014-11-13 | US09598092B2 | 2017-03-21 | Kenneth A. James; Erich A. Schoedl |
| A railcar energy absorption/coupling system including a cushioning assembly arranged in operable combination with a coupler and a yoke. The cushioning assembly is positioned in a draft pocket defined by a draft sill on a railcar between the front and rear stops. The yoke consists of a back wall along with top and bottom walls which are joined to and axially extending from the back wall toward a forward end of the cushioning assembly. The back wall of the yoke is disposed to contact the rear end of the cushioning assembly. The top and bottom walls of the yoke are operably coupled to a shank portion of the coupler toward a forward end of the yoke. The top and bottom walls of the yoke each include stop members which extend in opposed lateral directions from each other and limit draft travel while maximizing buff travel and limit total combined travel of the energy absorption/coupling system. The energy absorption/coupling system has a neutral position, a full buff position disposed a first predetermined distance from the neutral position, and a full draft position disposed a second predetermined distance from the neutral position, with the full buff and full draft positions for the energy absorption coupling system being disposed in opposite directions from the neutral position. | ||||||
| 25 | ENERGY ABSORPTION/COUPLING SYSTEM FOR A RAILCAR AND RELATED METHOD FOR COUPLING RAILCARS TO EACH OTHER | US14467885 | 2014-08-25 | US20150014267A1 | 2015-01-15 | George S. CREIGHTON; Aubra D. McKISIC; Donald E. WILT; Robert J. POKORSKI; Keith A. SALIS; Erich A. Schoedl |
| An energy absorption/coupling system for a railcar including a draft assembly provided toward opposed ends of a centersill on the railcar. Each draft assembly includes a coupler and a draft gear assembly disposed in longitudinally disposed and operable relation relative to each other. The coupler is configured to allow at least 4.5 inches of travel in a single longitudinal direction during operation of the coupler. The draft gear assembly of each draft assembly is configured to consistently and repeatedly withstand up to about 110,000 ft-lbs. of energy imparted to the energy absorption/coupling system at a force level not to exceed 900,000 lbs. over a range of travel of a wedge member in an inward axial direction relative to the housing of at least 4.5 inches. With the present invention disclosure, high level impact forces between rail cars can be absorbed and dissipated while maintaining an overall length of the railcar constant and unchanged. A method for releasably coupling two railcars to each other is also disclosed. | ||||||
| 26 | DEVICE FOR COUPLING HIGH-SPEED RAILROAD CARS AND METHOD FOR REMOVING DEVICE | US13825153 | 2011-09-22 | US20140144863A1 | 2014-05-29 | Kazuhiko Sagawa; Yoshinori Ishihara; Teruhiko Yahaba; Kazuyoshi Kitaya; Kazuki Fujii |
| A device for coupling tilting railroad cars onto a high-speed railroad train comprises a coupler and a shock absorber held in a shock absorber frame, each joined by a coupling pin via a coupling joint. The frame includes a front inner surface with a front end wall opening and a cylindrical surface extending to a semi-circular concave inner surface. The joint includes a rounded convex surface engaged with a semi-circular concave surface, a circumferential surface of a short cylinder receiving the rear portion of the coupler, and an insertion hole which is provided in a direction perpendicular to the axis of the short cylinder. The frame has a removal hole and an air removal pin of the coupling pin facing each other at a position to rotate at a predetermined angle in a circumferential direction in the assembled state, and at a position coaxial with the coupling pin in the assembled state. | ||||||
| 27 | Railcar cushion device tester and method | US48131 | 1993-04-13 | US5325700A | 1994-07-05 | Glen L. Litten |
| A railcar cushion device is tested by applying a force necessary to move the cushion device in a controlled motion at a predetermined velocity or velocities according to a motion profile. The cushion device's performance is analyzed by measuring the force applied at various positions during the motion profile and comparing the force to a standard for cushion devices in good condition at the positions. Alternatively, a damping coefficient or other performance parameter for the cushion device is calculated from the force applied and position of the cushion device and compared to a standard to analyze cushion device performance. A tester for performing cushion device testing comprises a hydraulic ram and an electronic motion controller for applying the force to the cushion device. The motion controller uses motion feedback from a position transducer to provide the controlled motion to the cushion device. | ||||||
| 28 | Transition coupling buffer | US38956664 | 1964-08-14 | US3251482A | 1966-05-17 | LA BELLE LAURENCE T; GAGARIN GREGORY G |
| 29 | Centering device and cushion for buffer stems | US34456140 | 1940-07-09 | US2286973A | 1942-06-16 | NICHOLS RALPH G |
| 30 | Coupler | US14480447 | 2014-09-08 | US09878728B2 | 2018-01-30 | Edward Stroud |
| A coupler pivot. A coupler (10) comprises at least a first gimbal (31; 32) defining a pivot that is secured to a mounting (41) for securing to a frame member of a vehicle, the pivot also being secured to a buffer column (39) part of which protrudes on an opposite side of the pivot to the mounting (41) such that the buffer column (39) is moveable relative to the mounting (41) with at least two degrees of freedom.The buffer column (39) defines a free (42) end that is remote from the mounting (41) and that is securable to a further member. The buffer column (39) also includes both a reversible buffer that attenuates buff and draft forces acting between the free end (42) and the mounting (41) and also a non-reversible buffer that attenuates buff forces acting between the free end (42) and the mounting (41) and attaining or exceeding a predetermined energy threshold, the reversible and non-reversible buffers overlapping over at least part of their lengths in the buffer column (39) which in turn overlaps at least one of the pivots. | ||||||
| 31 | RAILCAR ENERGY ABSORPTION/COUPLING SYSTEM | US14540209 | 2014-11-13 | US20160137212A1 | 2016-05-19 | Kenneth A. JAMES; Erich A. SCHOEDL |
| A railcar energy absorption/coupling system including a cushioning assembly arranged in operable combination with a coupler and a yoke. The cushioning assembly is positioned in a draft pocket defined by a draft sill on a railcar between the front and rear stops. The yoke consists of a back wall along with top and bottom walls which are joined to and axially extending from the back wall toward a forward end of the cushioning assembly. The back wall of the yoke is disposed to contact the rear end of the cushioning assembly. The top and bottom walls of the yoke are operably coupled to a shank portion of the coupler toward a forward end of the yoke. The top and bottom walls of the yoke each include stop members which extend in opposed lateral directions from each other and limit draft travel while maximizing buff travel and limit total combined travel of the energy absorption/coupling system. The energy absorption/coupling system has a neutral position, a full buff position disposed a first predetermined distance from the neutral position, and a full draft position disposed a second predetermined distance from the neutral position, with the full buff and full draft positions for the energy absorption coupling system being disposed in opposite directions from the neutral position. | ||||||
| 32 | ELASTIC COUPLING BETWEEN RAIL VEHICLE WAGONS | US14385221 | 2012-03-15 | US20150034582A1 | 2015-02-05 | Mariá Teresa Vicente Corral; Andres Lopez Bonaque; Miguel Angel Moñino |
| The present invention relates to an elastic coupling (1) between rail vehicle wagons, comprising: an end support (2) or curved head (8) in turn comprising a screwed straight area (5), an intermediate deformation area (6) and an end coupling area (7), the end (8) of the coupling area (7) being curved, an end support (3) or straight head (8′) in turn comprising a screwed straight area (5′), an intermediate deformation area (6′) and an end coupling area (7′), the end (8′) of the coupling area (7′) being straight, and an enclosing case (4) covering the end coupling area (7) of the support (2) and the end coupling area (7′) of the support (3), such that the supports (2) and (3) are attached to one another by draw connection means and by elastic elements. The walls of the intermediate area 6 of the support 2 are curved inwards, and the walls of the intermediate area 6′ of the support 3 are curved outwards. | ||||||
| 33 | COMPACT BUFFER HAVING OVERLOAD PROTECTION | US14495763 | 2014-09-24 | US20150008208A1 | 2015-01-08 | HUI LIU; Kai Chen; Jiang He |
| A compact buffer having overload protection, comprising a buffer connected to a coupling, a mount (1) connected to a vehicle body, and a rotating shaft (2) connecting the buffer to the mount (1); the buffer comprises an elastic element (4), a buffer housing (3) accommodating the elastic element (4), and a protective cover (5) for bearing impact force located at the tail end of the buffer housing (3); the buffer housing (3) and the protective cover (5) are connected by means of an overload protection device (6). Use of the method which involves breaking the connection between a buffer housing and an elastic element enables the integration of an overload protection device and a coupling buffer. | ||||||
| 34 | Energy-absorbing device for the end of rail vehicles | US10159168 | 2002-05-30 | US20020178967A1 | 2002-12-05 | Andreas Heinisch; Eckart Jade; Frank Rieneck |
| An energy-absorbing device for the end of rail vehicles is provided. In order in particular to reduce the cost of adaptation and matching between vehicle manufacturers and suppliers of the energy-absorbing device and the couplings (3) and the design and/or quality risks, the energy-absorbing device exhibits a base frame (1) which carries all the proposed elements for energy absorption in the end area and which is fastened as a compact preassembled module to the sub-frame (9) entirely in the defined interface area. | ||||||
| 35 | Energy absorber device having a parallelepiped shape for absorbing impacts to a vehicle | US20344 | 1998-02-09 | US6158356A | 2000-12-12 | Joel Hachet; Michel Gibeau; Jean-Jacques Laporte |
| An energy absorber device for use in vehicles, in particular railroad vehicles, is of generally parallelepipedal shape and can be inserted between a driver's cab and a coach-body. The larger opposite faces of the parallelepiped are disposed in a plane formed by the rear face of the driver's cab and in a plane formed by the front face of the coach-body, respectively. | ||||||
| 36 | Method of preshortening draft gear | US819258 | 1977-07-27 | US4175667A | 1979-11-27 | Arthur M. Dillner; Walter H. Merker, Jr. |
| During manufacture of the draft gear and before it is inserted into the railway car, the piston is positioned in the cylinder in a preshortened position. Part of the fill of flowable, normally solid material is inserted into the cylinder about the piston rod to hold the piston in the preshortened position and the remainder of the fill is inserted between the piston and the closed end of the cylinder. The part of the fill inserted about the piston rod may be in the form of a collar or in the form of particulate material introduced through a port radially opposite the piston rod. This holds the piston in the preshortened position so that the draft gear can easily be inserted into the railway car. After the railway car is put into service the part of the fill about the piston rod breaks down and the piston returns to its normal operating position. | ||||||
| 37 | Low-built railway carriage | US3509829D | 1967-06-13 | US3509829A | 1970-05-05 | HENRIKSSON SUNE TORSTEN; LANDEBORG LARS ERIK |
| 38 | Buffers for railway, tramway and like vehicles | US73360058 | 1958-05-07 | US2963175A | 1960-12-06 | WARBORN THORNHILL PETER |
| 39 | Buffer stem antirattler means | US51242831 | 1931-01-30 | US1934761A | 1933-11-14 | COUTANT GEORGE E |
| 40 | Locomotive pilot beam | US67647023 | 1923-11-23 | US1516080A | 1924-11-18 | CHILES GEORGE S |
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