| 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 | 用于轨道车辆的防爬设备 | CN201480075182.7 | 2014-02-11 | CN105980230A | 2016-09-28 | 马库斯·克尔纳; 亚历山大·特拉赫滕赫茨 |
| 本发明涉及一种用于轨道车辆的防爬设备，所述防爬设备具有至少一个缓冲器(10)，所述缓冲器由与轨道车辆的车辆框架(1)连接的吸能元件(2)承载。为了将这种保护设备设计为使得其可成本适宜地制造并且可靠地防爬以及可相对简单地改装，在吸能元件(2)上在其背离车辆框架(1)的端部处固定有承载元件(4)，所述承载元件在其沿着竖直方向从缓冲器(10)突出的端部上支撑防爬装置(5)。设有水平定向的止挡件(9)，使得：在碰撞情况下，防爬装置(5)的防爬元件(8)可借助所述止挡件以与轨道车辆的车辆前端共同作用方式进入防爬位置中，所述防爬位置伸展超过缓冲器(10)。 | ||||||
| 2 | 一种矿山运输矿车 | CN201611034771.8 | 2016-11-23 | CN106476819A | 2017-03-08 | 姚旭东 |
| 本发明公开了一种矿山运输矿车，包括底板、支撑板、减震弹簧、车厢和行走机构；所述底板上方设有减震弹簧，减震弹簧均布设置多组，其中减震弹簧底部与底板固定设置；所述减震弹簧上方与支撑板固定设置；所述支撑板上方中间位置处螺纹固定安装设置振动器；在支撑板上方左侧设置有前支撑座，前支撑座上方连接设置气缸，气缸上方端部固定转动设有与车厢底部固定的连接件；所述支撑板上方右侧设有后支撑座，后支撑座顶部固定连接车厢的底部；所述车厢内部中间位置处横向设有筛网，筛网将车厢分割为上下两部分；所述底板下端前后两侧对称设置行走机构；本发明中，矿车行驶平稳、快速、安全可靠性，结构简单，实用性高。 | ||||||
| 3 | 铁路车厢特别是罐车的防交搭装置 | CN200810215626.9 | 2008-09-08 | CN101407221A | 2009-04-15 | 克里斯蒂安·苏拉特; 卢多维克·卡斯普扎克 |
| 提供了一种铁路车厢特别是罐车的防交搭装置，其中，对于车厢的一端(2)的至少两个缓冲器(4)来说，本发明的装置具有固定于车厢底架(1)且围绕缓冲器(4)的刚性壳体(10)，且具有固定于底架(1)的垂直底座，两爪(12)中的一个在相应的缓冲器(4)的上面延伸，另一个在其下面延伸，它们连接于底座且从底座凸起，并且从底座彼此逐渐分开，至少一侧托架(13)在侧面连接于底座和两爪(12)，凹部位于底座的相对一侧，以便从侧面接近缓冲器(4)。 | ||||||
| 4 | 一种高速动车用外置可调的减振器阻尼系统 | CN201611252158.3 | 2016-12-30 | CN106499768A | 2017-03-15 | 秦剑生; 吴旭; 胡宏辉 |
| 本发明属于液压元件技术领域，具体涉及一种高速动车用外置可调的减振器阻尼系统，包括：包括：减振器和阻尼阀系，减振器包括：外缸座、底阀、活塞、2个储油缸、拉伸腔和压缩腔，所述阻尼阀系包括阻尼阀组件和导油管，其中，所述阻尼阀组件位于所述减振器的外部，包括：芯阀座、大芯阀、大芯阀弹簧、调整螺钉、调整螺钉密封圈、密封垫片和密封圈压圈。本发明所述减振器阻尼阀系将调整螺钉作为控制执行装置，工作可靠稳定，结构简单，附加成本低，工作更可靠，便于工程推广应用。 | ||||||
| 5 | 一种高速动车用单向循环油压减振器的底阀系统 | CN201611251776.6 | 2016-12-30 | CN106499767A | 2017-03-15 | 张红伟; 吴旭 |
| 本发明涉及一种高速动车用单向循环油压减振器的底阀系统，包括：过滤装置、底阀座、底阀阀片、流通孔、底阀弹簧和底阀螺杆，所述过滤装置固定在流通孔下方的环节槽内，其中：所述过滤装置包括：一层或多层过滤网和滤网螺母，其中所述多层过滤网的密度依照油液通过的顺序逐级增大，所述多层过滤网之间通过金属支架支撑连接，在单向循环的油压减振器进行拉伸时，在油液压力差的作用下，底阀弹簧被压缩，底阀阀片被打开，使得单向流动的油液从导油管经滤网、流通孔、开启的阀片，进入工作缸，实现了进入工作缸内油液的过滤。 | ||||||
| 6 | 一种防变形的缓冲器箱体 | CN201510974643.0 | 2015-12-18 | CN105398467A | 2016-03-16 | 张喜鹏; 张春生; 张喜艳 |
| 本发明提供了一种防变形的缓冲器箱体，属于缓冲器设备技术领域，包括一上下设置的箱体顶盖与箱体本体，箱体顶盖与箱体本体一体浇注成型，所述箱体顶盖与箱体本体相连通，箱体顶盖为空心柱状结构，箱体本体由上端面、下端面、前侧面、后侧面、左侧面和右侧面组成，上端面与箱体顶盖的底部一体成型，前侧面上设有一前开口，后侧面上设有一长圆孔，左侧面与右侧面的底部均设有两个圆孔。(1)本发明结构简单，设计合理，防变形性能良好；(2)本发明的生产工艺，操作简单，制作方便，节省人力物力。 | ||||||
| 7 | 铁路车厢特别是罐车的防交搭装置 | CN200810215626.9 | 2008-09-08 | CN101407221B | 2013-05-15 | 克里斯蒂安·苏拉特; 卢多维克·卡斯普扎克 |
| 提供了一种铁路车厢特别是罐车的防交搭装置，其中，对于车厢的一端(2)的至少两个缓冲器(4)来说，本发明的装置具有固定于车厢底架(1)且围绕缓冲器(4)的刚性壳体(10)，且具有固定于底架(1)的垂直底座，两爪(12)中的一个在相应的缓冲器(4)的上面延伸，另一个在其下面延伸，它们连接于底座且从底座凸起，并且从底座彼此逐渐分开，至少一侧托架(13)在侧面连接于底座和两爪(12)，凹部位于底座的相对一侧，以便从侧面接近缓冲器(4)。 | ||||||
| 8 | Ride-up protection means | US14654613 | 2013-12-03 | US09815483B2 | 2017-11-14 | Marcus Koerner; Alexander Trachtenherz |
| A device for preventing rail vehicles from riding up includes an energy absorbing element extended in longitudinal direction, having a hollow inside, a fastening side for fastening to one of the rail vehicles and an impact side facing away from the fastening side. A flange fastened to the impact side of the energy absorbing element has an impingement surface facing away from the fastening side. The flange protrudes in at least one vertical direction beyond a contour delimited by the energy absorbing element on the impact side, forming a holding web protruding beyond the energy absorbing element. The device provides effective ride-up protection for identically and differently equipped rail vehicles by equipping a free end of the holding web with at least one vertical stop extending up from the impingement surface, and providing a device for moving the vertical stop upon an impact loading in longitudinal direction. | ||||||
| 9 | Anti-climbing protection apparatus for a rail vehicle | US15118182 | 2014-02-11 | US09802628B2 | 2017-10-31 | Marcus Koerner; Alexander Trachtenherz |
| An anti-climbing protection apparatus for a rail vehicle includes at least one buffer supported by an energy absorption element connected to a rail vehicle frame. In order to permit such a protection apparatus to be produced economically, to reliably prevent overriding and to be comparatively easy to retrofit, a bearing element is fastened to an end of the energy absorption element facing away from the vehicle frame. The bearing element supports an anti-climbing protection device at an end thereof protruding in a vertical direction from the buffer. In the event of a crash, a horizontally oriented stop, in cooperation with the front of the rail vehicle, permits an anti-climbing protection element of the anti-climbing protection device to be brought from the stop into an anti-climbing protection position extending outward over the buffer. | ||||||
| 10 | RAILROAD CAR COUPLING SYSTEM | US15429911 | 2017-02-10 | US20170166225A1 | 2017-06-15 | Erich A. SCHOEDL; Kenneth A. JAMES; Andy R. KRIES |
| A railroad car coupling system including a draft sill with front and rear stops, a coupler along with an energy management assembly for receiving and dissipating external forces experienced by the coupler. A yoke also forms part of the coupling system and is operably coupled to the coupler. The yoke includes top and bottom walls which each include two forward facing stops. A follower is mounted substantially between the top and bottom walls of the yoke for receiving forces experienced by the coupler. The follower is configured with two laterally spaced vertical extensions disposed toward opposed upper corners of the follower and two laterally spaced vertical extensions disposed toward opposed lower corners of the follower. Forward facing surfaces on the follower extensions arc arranged in generally coplanar relationship relative to each other. Rearward facing surfaces on the follower extensions are arranged in generally coplanar relationship with each other and operably engage with the forward facing stops on the yoke to enhance the distribution of forces when the follower engages the front stops on the center sill when the coupling system is in a full draft condition. | ||||||
| 11 | ENERGY-ABSORBING DEVICE, IN PARTICULAR FOR A RAIL-CAR | US15117393 | 2015-02-27 | US20160347333A1 | 2016-12-01 | Luca Lenzi; Angelo Surini; Samuele Pacini |
| An energy-absorbing device, in particular for a rail-car, extends along an axis and has an attachment member, which can be connected to a fixed structure, an impact member, designed to withstand an impact, and an energy-absorbing member, constituted by a first tube and a second tube, which are coaxial and are made of composite material in order to collapse and hence absorb energy in the event of impact; the first tube is fixed to the attachment member, whereas the second tube is fixed to the impact member and is axially slidable, during impact, guided by the first tube; the radial thickness of the two tubes decreases along the axis, towards their free ends; in a non-collapsed resting condition, the axial gaps present between the two free ends and the attachment and impact members are substantially the same so that the two tubes start to collapse simultaneously in the event of impact. | ||||||
| 12 | 高速動力分散式列車用の伸縮式連結器緩衝装置の伸縮機構 | JP2014561248 | 2012-03-13 | JP2015509883A | 2015-04-02 | 呂▲効▼忠; ▲劉▼▲輝▼; ▲陳▼▲凱▼ |
| 高速動力分散式列車用の伸縮式連結器緩衝装置の伸縮機構であって、該伸縮機構は連結器緩衝装置の可動ハウジング(1)の内部に配置され一端が可動ハウジング(1)に接続されている圧縮ロッド(2)と、圧縮ロッド(2)に被せるように設けられているベアリングコネクタ(3)とを備えており、ベアリングコネクタ(3)の外部には案内バレル(4)が固定して装着されており、案内バレル(4)と可動ハウジング(1)との間には伸縮駆動機構(9)が設けられており、ロック機構は圧縮ロッド(2)の他端に位置している突起(6)と、ベアリングコネクタ(3)の内壁にて突起(6)に係合する溝(7)とを備えており、圧縮ロッド(2)の一端はトーションスプリング(5)を介して可動ハウジング(1)に接続されて、圧縮ロッド(2)およびベアリングコネクタ(3)がロック状態にとなるよう保持するものであり、可動ハウジング(1)の外部にはロック解除駆動機構が設けられており、突起(6)が溝(7)と対向したとき、ロック解除状態となり、可動ハウジング(1)とベアリングコネクタ(3)とは相対的に摺動可能となる。伸縮駆動機構(9)は可動ハウジング(1)の内部に設けられていることから、占める面積は小さく、対応する部材への保護性能に優れ、同時に伸縮およびロック機構は構造上で相対的に簡単で、効率に優れ、作動の信頼性が高く、比較的大きな負荷に耐えることができる。【選択図】図1 | ||||||
| 13 | 高速動力分散式列車用の伸縮式連結器緩衝装置の伸縮機構 | JP2014561248 | 2012-03-13 | JP5877571B2 | 2016-03-08 | 呂▲効▼忠; ▲劉▼▲輝▼; ▲陳▼▲凱▼ |
| 14 | エネルギ吸収装置、特には鉄道車両用のエネルギ吸収装置 | JP2016571485 | 2015-02-27 | JP2017512152A | 2017-05-18 | レンツィ ルカ; スリーニ アンジェロ; パチーニ サムエーレ |
| 特には鉄道車両用のエネルギ吸収装置(1)は、軸線(2)に沿って伸びており、この装置は、固定構造に接続可能である、取付部材(3)と、衝突に耐えるように設計された衝突部材(7)と、第1のチューブ(16)及び第2のチューブ(17)により構成される、エネルギ吸収部材(15)と、を有しており、第1のチューブ(16)及び第2のチューブ(17)は、同軸であり、且つ衝突した場合に崩壊し、エネルギを吸収するために、複合材料により製作されており、第1のチューブ(16)は取付部材(3)に固定されるが、第2のチューブ(17)は衝突部材(7)に固定されていて更に衝突時に第1のチューブ(16)によりガイドされて軸方向に摺動可能であり、2つのチューブ(16,17)の半径方向の厚さは、それらの自由端部(29、33)に向かって、軸線に沿って減少しており、崩壊前待機状態において、2つの自由端部(29、33)と取付及び衝突部材(3、7)との間にある軸方向の隙間は、2つのチューブ(16,17)が衝突時に同時に崩壊を開始するように、実質的に等しい。【選択図】図2 | ||||||
| 15 | Energy Dissipating Device and Connection Device Comprising Such an Energy Dissipating Device | US15314375 | 2015-05-27 | US20170197641A1 | 2017-07-13 | Arvid GRAHN; Anders WESTMAN |
| An energy dissipating device includes a guide defining a guide surface having a curved cross-section. A deformer is slideably supported by the guide surface of the guide in a compression stroke direction of the device. A stopper is fixedly attached to the device and arranged at a distance from the deformer in the compression stroke direction. An energy dissipating member is arranged between the stopper and the deformer in the compression stroke direction, and includes a first end configured to engage with the stopper and a second end configured to engage with the deformer in response to a force thereon in the compression stroke direction. | ||||||
| 16 | RAILCAR WITH BUFFER | US14979908 | 2015-12-28 | US20170183019A1 | 2017-06-29 | Hiroyuki HIRATA; Ryosuke ASHIDA |
| A railcar according to the present disclosure includes a buffer installed in an end portion of each of coupled cars, and urging each other in a car longitudinal direction, the buffer having a stem movable in the car longitudinal direction and a spring urging the stem, an underframe internally enclosing part of the buffer and including an opening on a top plate of the underframe, and a compression mechanism forcibly compressing the spring to move the stem, part of the compression mechanism being freely brought into and out of the opening. | ||||||
| 17 | Telescopic mechanism in telescopic hitch buffer device for use in high speed electric multiple units | US14470865 | 2014-08-27 | US09616904B2 | 2017-04-11 | Xiaozhong Lv; Hui Liu; Kai Chen |
| The patent was disclosed a telescopic mechanism in a telescopic hitch buffer device for use in high speed electric multiple unit (EMU) trains. The telescopic mechanism comprises a compression rod (2) located inside a movable housing (1) of said hitch buffer device, one end of said compression rod (2) being connected to the movable housing (1), and a bearing connector (3) encasing the compression rod (2). A guiding barrel (4) is fixedly mounted outside the bearing connector (3). An extension/retraction driving mechanism (9) is provided between the guiding barrel (4) and the movable housing (1). A locking mechanism comprises protrusions (6) distributed at the other end of the compression rod (2), and grooves (7) in engagement with protrusions (6) on the inner wall of the bearing connector (3). One end of the compression rod (2) is connected to the movable housing (1) via a torsion spring (5), keeping the compression rod (2) and the bearing connector (3) in a locked state; an unlocking driving mechanism is provided on the outside of the movable housing (1), and is in an unlocked state when the protrusions (6) face the grooves (7), in which case, the movable housing (1) and the bearing connector (3) can slide relative to each other. Since the extension/retraction driving mechanism (9) is provided inside the movable housing (1), volume is reduced, good protection is provided for respective components, and the telescopic mechanism and the locking mechanism are relatively simple in structure, labor-saving, reliable in operation, and can bear relatively large loads. | ||||||
| 18 | Car buffer | US71613046 | 1946-12-13 | US2624471A | 1953-01-06 | LUNDE EINAR O |
| 19 | Buffer-stem wear plate adjuster | US49349230 | 1930-11-05 | US1862857A | 1932-06-14 | JOHNSON MALCOLM S |
| 20 | Buffer casting | US66838723 | 1923-10-13 | US1595336A | 1926-08-10 | BARTELL HARRY R |
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