| 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 | Locomotive-pilot coupling. | US1900004520 | 1900-02-08 | US655055A | 1900-07-31 | BUTCHER GEORGE W |
| 62 | Pilot-coupling | US595383D | US595383A | 1897-12-14 | ||
| 63 | Pilot-coupling | US540591D | US540591A | 1895-06-04 | ||
| 64 | Draw-bar for locomotives | US512375D | US512375A | 1894-01-09 | ||
| 65 | Locomotive-pilot draw-bar coupling | US506724D | US506724A | 1893-10-17 | ||
| 66 | Loco motive-coupling | US491719D | US491719A | 1893-02-14 | ||
| 67 | Locomotive draw-bar coupling | US470897D | US470897A | 1892-03-15 | ||
| 68 | Push-bar for locomotives | US400518D | US400518A | 1889-04-02 | ||
| 69 | 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. | ||||||
| 70 | Assembly for extendable rail-supported vehicle coupler | US13804482 | 2013-03-14 | US09114815B2 | 2015-08-25 | David Brodie |
| A railcar coupler assembly allowing rotation of a coupler between a stored position within the railcar and an extended position for engagement with the coupler of an adjacent railcar. The coupler can be locked into either the stored or extended position with a locking pin. | ||||||
| 71 | Automatically foldable coupler | US12081756 | 2008-04-21 | US08091717B2 | 2012-01-10 | Rainer Sprave; Siegfried Kobert; Dietmar Busch; Henning Wiegand |
| A central buffer coupling having a coupling head, a coupling shaft and a bearing block attachable to the front face of a car body. The coupling shaft includes a front shaft component supporting the coupling head and a rear shaft component coupled to the bearing block so as to be horizontally pivotable which are pivotable in the horizontal plane relative one another about a rotational axis defined by a connecting pin, and the central buffer coupling further includes a pivoting mechanism to pivot the front shaft component relative the rear shaft component. The pivoting mechanism includes a slotted gate fixedly attached to one of the two shaft components and having a sliding guide, a cam disc rotatably mounted about the rotational axis defined by the connecting pin and having a cam disc guide, and a bolt connecting the one to the other of the two shaft components. | ||||||
| 72 | Automatically foldable coupler | US12081756 | 2008-04-21 | US20080264891A1 | 2008-10-30 | Rainer Sprave; Siegfried Kobert; Dietmar Busch; Henning Wiegand |
| The present invention relates to a central buffer coupling (1) having a coupling head (2), a coupling shaft (3) and a bearing block (4) attachable to the front face of a car body, wherein the coupling shaft (3) comprises a front shaft component (5) supporting the coupling head (2) and a rear shaft component (6) coupled to the bearing block (4) so as to be horizontally pivotable which are pivotable in the horizontal plane relative one another about a rotational axis (Z) defined by a connecting pin (7), and wherein the central buffer coupling (1) further comprises a pivoting mechanism (10) to pivot the front shaft component (5) relative the rear shaft component (6).With the objective of simplifying the overall structure of such a central buffer coupling, the invention provides for the pivoting mechanism (10) to comprise a slotted gate (11) fixedly attached to one of the two shaft components (5; 6) and having a sliding guide (12), a cam disc (21) rotatably mounted about the rotational axis (Z) defined by the connecting pin (7) and having a cam disc guide (22), and a bolt (30) connecting the one to the other of the two shaft components (6; 5), the first end of which is received in a bolt guide (31) in the sliding guide (12) and its second end in the bolt guide (31) in the cam disc guide (22) in each case such that upon rotation of the cam disc (21) about the rotational axis (Z), at least a portion of the resulting torque can be transmitted from the cam disc (21) to the slotted gate (11) via the bolt (30). | ||||||
| 73 | Central buffer coupling for rail-borne vehicles pivotable between an operative and inoperative position | US296733 | 1994-08-26 | US5472104A | 1995-12-05 | Matthias Domsgen |
| The present invention pertains to a central buffer coupling for rail-borne vehicles with a two-part coupling shaft formed by a front shaft part (2) carrying the coupling shaft (1) and by a rear shaft part (3) hinged horizontally pivotably to the chassis of the rail-borne vehicle, wherein the two shaft parts (2 and 3) of the two-part coupling shaft are connected to one another by a vertical connecting pin (5). A locking bar (7), which is displaceable in the longitudinal direction to a limited extent in the coupling shaft, is provided as the fixing device, and the said locking bar can be displaced, in the mutually extended position of the two shaft parts (2 and 3), by the force of a spring (13), into a locked position, in which the locking bar (7) associated with one of the shaft parts (2 or 3) engages the vertical groove (6) associated with the other shaft part (3 or 2) to make the coupling shaft rigid. | ||||||
| 74 | Automatic coupling for streetcars and the like | US701561 | 1976-07-01 | US4049129A | 1977-09-20 | Olof Sune Bergs |
| An automatic coupling for streetcars and like vehicles comprises a connecting rod pivotally connected to the vehicle and a coupling head pivotally connected to the connecting rod. The coupling head is pivotally disposed in the horizontal plane between an operative position in an extension of the connecting rod, in which position the coupling head extends beyond the front profile of the vehicle, and an inoperative position beside the connecting rod, in which position the coupling head is located inside the front profile of the vehicle. The coupling head co-operates with a locking device, by means of which the coupling head may be locked to the connecting rod in the operative and inoperative positions. | ||||||
| 75 | Coupler-positioning device | US3627144D | 1970-06-08 | US3627144A | 1971-12-14 | DWYER HOWARD I JR |
| A device for easily positioning a long shank railroad coupler by means of a worm gear and gear segment. The gear segment is rigidly attached to the bottom of the coupler shank in engagement with the worm gear which may be rotated from either side or both sides of the railroad car. Means are provided for automatically disengaging the worm gear from the gear segment after the coupler is positioned thereby allowing the coupler to operate freely during service conditions without damage to the worm gear or gear segment.
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| 76 | Coupler-positioning device for railway cars | US3612295D | 1969-09-08 | US3612295A | 1971-10-12 | GLAUSER WILBERT G |
| In a coupler-positioning device, the truck is used to position the coupler to achieve ''''face-on'''' or ''''in-line'''' coupling or as near to this condition as practicable. The ''''face-on'''' or ''''inline'''' position may be defined as that position in which the centerlines of the two adjacent couplers are in-line or coincident. The coupler is not necessarily on the centerline of track. A mechanical arrangement is provided to be used in conjunction with the centering yoke assembly to provide a straight mechanical system that suits the fixed sill construction of a long high-capacity freight car. Motion of the mechanism is initiated from a bracket attached to the transom or bolster of a truck. Means are provided for disengaging the device to allow manual positioning of the coupler for coupling at tangent points to curves and on crossovers.
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| 77 | Car coupler | US9953861 | 1961-03-30 | US3120311A | 1964-02-04 | METZGER WILLIAM J |
| 78 | Railway front end structures | US37513653 | 1953-08-19 | US2769555A | 1956-11-06 | JOHNSON EWING L |
| 79 | Tramming locomotive | US33828453 | 1953-02-24 | US2747517A | 1956-05-29 | EDMUNDS GLENN E |
| 80 | Draft gear and uncoupling mechanism | US34971340 | 1940-08-02 | US2292193A | 1942-08-04 | BLOMBERG MARTIN P |
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