| 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 | 用于机车制动系统的微机控制电空制动单元 | CN201510098516.9 | 2015-03-06 | CN104627201A | 2015-05-20 | 任向杰; 王令军; 孙彬; 吕枭; 王帅帅; 石喆文 |
| 本发明涉及一种用于机车制动系统的微机控制电空制动单元，可实现机车制动系统中电信号与空气制动压力信号的信号转换，包括气路部分和电气部分，气路部分主要由充气电磁阀、排气电磁阀和压力传感器组成，电气部分主要由生命信号模块、RS232通讯模块、模拟量输入模块、CAN通讯模块、BI输入模块、主控CPU模块、监控CPU模块、高速电磁阀驱动模块、模拟量采集模块和为上述各模块提供电能的电源处理模块组成。该电空制动单元的各电空制动单元可自主响应各电空制动单元的控制指令，各自分别对列车管、分配阀和单独制动压力进行控制，提高制动控制系统产品的稳定性，降低故障率。 | ||||||
| 42 | 一种铁路货车无线电空制动控制系统及其控制方法 | CN201410530068.0 | 2014-10-10 | CN104309600A | 2015-01-28 | 蒋勇; 安鸿; 谢磊; 刘亚梅 |
| 本发明公开了一种铁路货车无线电空制动控制系统及其控制方法，包括机车制动控制系统以及车辆制动控制系统，所述机车制动控制系统包括操纵器、显示屏以及控制模块，所述车辆制动控制系统包括电控装置和执行模块，所述控制模块通过无线自组网络与各车辆的电控装置连通，所述控制模块和各车辆的电控装置都是无线自组网络的节点。本发明利用无线自组网技术，在铁路货物列车的操控中，把制动缓解信号变为无线网络信号传送到后部车辆，提高传输速度，从而使后部车辆以尽量一致的时间动作，降低列车制动过程的纵向力，减小车辆间冲动，而且通过无线信号传送的方式，不需要在车上布置总线电缆，也不需要沿铁道线路布置基站作中继点，受铁道线路环境影响更小。 | ||||||
| 43 | 一种机车空气防滑系统的控制方法和装置 | CN201410171069.0 | 2014-04-25 | CN103935380A | 2014-07-23 | 李希宁; 黄金虎; 毛金虎; 张娟; 黎丹; 何小威 |
| 本发明公开了一种机车空气防滑系统的控制方法和装置，当该机车空气防滑系统接收到该机车的紧急制动信号时，获取该机车的当前制动初速度，同时开始进行计时，之后，将所获取的当前制动初速度带入第一预设公式，从而计算出与该当前制动初速度对应的切除时间，并判断所得当前计时时间是否小于该切除时间，若否，则空气防滑系统将会自动切除自身所有功能。从而使得该空气防滑系统对制动缸管的作用暂时失效，则该制动缸管的制动力将会逐渐恢复，以使该机车在该制动力的作用下及时停车，保证了机车的运行安全。 | ||||||
| 44 | JPS4937130B1 - | JP4973169 | 1969-06-25 | JPS4937130B1 | 1974-10-05 | |
| 45 | FAHRZEUG MIT ZWEI GLEICHWERTIGEN ENTGEGENGESETZTEN FAHRTRICHTUNGEN AUSGESTATTET MIT EINER HYDRODYNAMISCHEN BREMSE | EP05850254.3 | 2005-12-12 | EP1819570B1 | 2009-06-17 | VOGELSANG, Klaus; EDELMANN, Peter |
| The invention relates to a vehicle comprising two balanced opposite driving directions, in particular, in rail vehicles, such as wagons or locomotives, comprising at least one first and one second wheel axle (1, 2) which support the drive wheels or running wheels; a wear-free brake which is used to brake the vehicle which is drivingly connected to at least one wheel axle. The wear-free brake is embodied as a hydrodynamic brake (3) comprising a primary blade-wheel (4) and a secondary blade-wheel (5) which are arranged opposite each other thereby forming at least one working chamber which can be filled with a working fluid, and the primary blade-wheel (4) is in contact in a first mechanical drive connection (8) with the first wheel axle and the secondary blade-wheel is in contact in a second mechanical drive connection (9) with the second wheel axle. One of the two drive connections reverses the direction of rotation such that the primary blade-wheel and the secondary blade-wheel rotate in counter directions in relation to each other. The first mechanical drive connection comprises a translation which deviates in relation to the second mechanical drive connection, such that in the braking operation, a difference between the amount of rotations of the primary blade-wheel and the secondary blade-wheel is regulated. | ||||||
| 46 | Air brake hose support bracket | US14528108 | 2014-10-30 | US09625060B2 | 2017-04-18 | Brian G. Maki |
| A railway car air brake hose support bracket has an upper portion with first and second attachment members, a lower portion and an air hose connector. The first attachment member enters into and engages a portion of an accessible compartment of an uncoupling mechanism housing below the coupler head, and the second attachment member is secured to an air brake hose support lug of the railway car coupler. The air brake hose connector engages an air brake hose assembly and suspends this hose assembly from the railway coupler at a predetermined distance above the rail bed. A method of installing the hose support bracket includes positioning the first and second attachment members, securing them in place, and attaching one or more railway brake hose units to the air hose connector, either before or after this positioning and securing of the upper portion of the bracket. | ||||||
| 47 | AIR BRAKE HOSE SUPPORT BRACKET | US14528108 | 2014-10-30 | US20160123502A1 | 2016-05-05 | Brian G. Maki |
| A railway car air brake hose support bracket has an upper portion with first and second attachment members, a lower portion and an air hose connector. The first attachment member enters into and engages a portion of an accessible compartment of an uncoupling mechanism housing below the coupler head, and the second attachment member is secured to an air brake hose support lug of the railway car coupler. The air brake hose connector engages an air brake hose assembly and suspends this hose assembly from the railway coupler at a predetermined distance above the rail bed. A method of installing the hose support bracket includes positioning the first and second attachment members, securing them in place, and attaching one or more railway brake hose units to the air hose connector, either before or after this positioning and securing of the upper portion of the bracket. | ||||||
| 48 | Hydrodynamic retarder | US911490 | 1986-09-24 | US4744443A | 1988-05-17 | Klaus Brosius |
| A hydrodynamic retarder is revealed having a rotor blade wheel and a stator blade wheel each with two different types of blading, i.e. an inner blading enclosed by an outer blading. The two blade rings are provided with blades inclined in opposite directions. This allows said retarder to be operated in both directions of rotation. A particularly advantageous development of the invention is that the retarder is operated as a counter-rotating retarder, whereby the stator is rotated in the opposite direction by means of a reversing gear. Thus, a vehicle can be hydrodynamically braked almost to standstill. When integrating the retarder into a rail vehicle, the rotor can be driven by the wheel sets separately from the stator. An identical braking effect is obtained in both directions of travel. Moreover, the inner working circuit enclosed by the outer working circuit can be arranged radially in such a manner that the radially outer front cross-sectional area for the fluid flow is of identical size as the radially inner front cross-sectional area. This prevents shock losses and increases the braking power of the retarder. | ||||||
| 49 | Combined fluid and mechanical friction brake | US31899240 | 1940-02-15 | US2241189A | 1941-05-06 | BURNS DICK |
| 50 | Brake | US14106837 | 1937-05-06 | US2225079A | 1940-12-17 | NEAL ERNEST C |
| 51 | Braking mechanism for rail vehicles | US11115136 | 1936-11-16 | US2155740A | 1939-04-25 | ERNST SEIBOLD |
| 52 | Air brake device for rolling stock and rolling stock | JP2012064712 | 2012-03-22 | JP2013193622A | 2013-09-30 | TAKAMI SO; SHIMODA KEISUKE; INOUE TATSUYA; TAKADA KATSUJI; YAMADA KOHEI |
| PROBLEM TO BE SOLVED: To provide an air brake device capable of concurrently achieving both of miniaturization of a drive mechanism section and reduction in a storage space.SOLUTION: An air brake device 2 includes a first air brake plate 10 whose oscillating end faces the front and a second air brake plate 30 whose oscillating end faces the rear. A first oscillating shaft 14 of the first air brake plate 10 includes a first balance gear 19, and engages with a second balance gear 39 of a second oscillating shaft 34 of the second air brake plate 30, so that both the oscillating shafts interlocks with each other to rotate the brake plate in a standing direction. A first torsion coil spring 20 of the first oscillating shaft 14 and a second torsion coil spring 40 of the second oscillating shaft 34 make the first air brake plate 10 and the second air brake plate 30 partially stand. An assist torque T1 of the first air brake plate 10 becomes larger than a resisting torque T2 of the second air brake plate 30; therefore, the brake plate naturally oscillates in a standing direction without necessity for an actuator, and the air brake is set under an operating state. | ||||||
| 53 | JPS5514304B1 - | JP7934771 | 1971-10-08 | JPS5514304B1 | 1980-04-15 | |
| 54 | 鉄道車両用空力ブレーキ装置、及び鉄道車両 | JP2012064712 | 2012-03-22 | JP5730803B2 | 2015-06-10 | 高見 創; 下田 恵輔; 井上 達哉; 高田 勝治; 山田 浩平 |
| 55 | Antiskid method of car | JP3734682 | 1982-03-11 | JPS58156450A | 1983-09-17 | JOHNSSON THOMAS; SKOGLUND NILS TOMAS ALBERT |
| 56 | Electroohydraulic vehicle driving device especially for brack vehicle | JP4689277 | 1977-04-25 | JPS52131311A | 1977-11-04 | HERUMUUTO MIYUUREERU |
| 57 | FAHRZEUG MIT ZWEI GLEICHWERTIGEN ENTGEGENGESETZTEN FAHRTRICHTUNGEN AUSGESTATTET MIT EINER HYDRODYNAMISCHEN BREMSE | EP05850254.3 | 2005-12-12 | EP1819570A1 | 2007-08-22 | VOGELSANG, Klaus; EDELMANN, Peter |
| The invention relates to a vehicle comprising two balanced opposite driving directions, in particular, in rail vehicles, such as wagons or locomotives, comprising at least one first and one second wheel axle (1, 2) which support the drive wheels or running wheels; a wear-free brake which is used to brake the vehicle which is drivingly connected to at least one wheel axle. The wear-free brake is embodied as a hydrodynamic brake (3) comprising a primary blade-wheel (4) and a secondary blade-wheel (5) which are arranged opposite each other thereby forming at least one working chamber which can be filled with a working fluid, and the primary blade-wheel (4) is in contact in a first mechanical drive connection (8) with the first wheel axle and the secondary blade-wheel is in contact in a second mechanical drive connection (9) with the second wheel axle. One of the two drive connections reverses the direction of rotation such that the primary blade-wheel and the secondary blade-wheel rotate in counter directions in relation to each other. The first mechanical drive connection comprises a translation which deviates in relation to the second mechanical drive connection, such that in the braking operation, a difference between the amount of rotations of the primary blade-wheel and the secondary blade-wheel is regulated. | ||||||
| 58 | AIR BRAKE HOSE SUPPORT BRACKET | US15448932 | 2017-03-03 | US20170174200A1 | 2017-06-22 | Brian G. Maki |
| A railway car air brake hose support bracket has an upper portion with first and second attachment members, a lower portion and an air hose connector. The first attachment member enters into and engages a portion of an accessible compartment of an uncoupling mechanism housing below the coupler head, and the second attachment member is secured to an air brake hose support lug of the railway car coupler. The air brake hose connector engages an air brake hose assembly and suspends this hose assembly from the railway coupler at a predetermined distance above the rail bed. A method of installing the hose support bracket includes positioning the first and second attachment members, securing them in place, and attaching one or more railway brake hose units to the air hose connector, either before or after this positioning and securing of the upper portion of the bracket. | ||||||
| 59 | Electrohydraulic locomotive drive | US787576 | 1977-04-14 | US4169414A | 1979-10-02 | Helmut Muller |
| A drive for high-speed locomotives has a variable-speed electric motor which transmits torque to the input shaft of a hydrodynamic power transmission having a hydrodynamic torque converter and a hydrodynamic coupling for transmission of torque to the output shaft which drives the wheels through the medium of a mechanical transmission and cardan shafts. The control unit of the drive engages the converter in the lowest speed range, the coupling in the highest speed range, and the coupling or the converter in the intermediate speed range. In the intermediate speed range, the coupling is engaged when the control unit ascertains that the ratio of maximum traction effort of the drive in engaged condition of the coupling at the momentary intermediate speed to the resistance which the locomotive encounters exceeds one. The resistance is ascertained automatically by determining the tractive effort of the drive in engaged condition of the converter at the momentary intermediate speed and by subtracting therefrom the accelerating force which is the product of the mass of locomotive plus cars (if any) and the momentary acceleration of the vehicle. The output shaft receives braking torque from a hydrodynamic brake whose controls include safety features to insure the application of brake in the event of failure of the primary actuating device. | ||||||
| 60 | Braking device for railroad vehicles | US19020271 | 1971-10-18 | US3823986A | 1974-07-16 | POLLINGER H; FALKE E |
| A railway vehicle having a friction braking system has a hydrodynamic braking unit enclosed in a housing mounted in the vicinity of a wheel and axle supporting the vehicle. The rotor of the braking unit is drivingly connected to the axle and a control system introduces fluid into the braking unit to achieve a braking effect. A common control device is employed for actuating the friction braking means and the hydrodynamic braking unit. The control device includes an anti-skid device and also operates to render the hydrodynamic braking unit inoperative when the vehicle is traveling at a sufficiently low speed or when the friction braking means exerts only a light braking action.
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