Auto-Rack Vehicle Restraint Using Co-Acting Diamond Chocks

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Solution Overview

Problem

Existing vehicle restraints for auto-rack cars fail to adequately secure vehicles, leading to movement and damage during transportation, particularly due to design incompatibilities with newer vehicle models and increased risk of damage to air dams, resulting in costly repairs and delayed delivery of specially ordered vehicles.

Innovation Solution

A vehicle restraint apparatus using co-acting wheel chocks, including an active chock and an anchor chock, positioned on both sides of each wheel to securely engage the tire, reducing movement and minimizing the risk of damage by taking up less space in the safe zones and providing a stronger, more compact design.

Engineering Contradictions & Design Principles

VSEngineering Contradiction Analysis

1Reliability

If traditional vehicle restraints are used, then vehicles can be secured, but they engage and damage the fender, molding, or trim of vehicles with low profiles

Engineering Contradiction:

Improvevehicle securing effectivenessVSAvoiddamage to fender, molding, or trim

Core Design Contradiction:

ReliabilityVSObject-affected harmful factors

Solution Approach 1:

The restraint system is redesigned with adjustable components that can accommodate different vehicle profiles. The safe zone boundaries are redefined through parameter changes in the restraint geometry, allowing the same system to work with both high and low profile vehicles without causing damage to fenders, moldings, or trim.

Inventive Principle:

Principle #35Parameter changes

Solution Approach 2:

The restraint system incorporates movable and adjustable elements that can adapt their position and configuration based on the specific vehicle being restrained. This dynamic capability allows the system to maintain effective securing force while avoiding contact with vulnerable body parts of various vehicle designs.

Inventive Principle:

Principle #15Dynamics

2Reliability

If restraints are placed close to the wheel to maximize securing, then vehicle movement is prevented, but the risk of engaging the fender or trim increases

Engineering Contradiction:

Improvevehicle movement preventionVSAvoidrisk of engaging fender or trim

Core Design Contradiction:

ReliabilityVSObject-affected harmful factors

Solution Approach 1:

The restraint system applies different properties and characteristics to different local areas. The components are designed with varying geometries and material properties in different zones, allowing maximum securing force to be applied to the wheel while maintaining a safe distance from the fender and trim areas.

Inventive Principle:

Principle #3Local quality

3Reliability

If existing restraint systems are used, then vehicles are secured, but vehicles can still walk out during sudden stoppages or coupling actions

Engineering Contradiction:

Improvevehicle securingVSAvoidforce from sudden stoppages or coupling

Core Design Contradiction:

ReliabilityVSForce

Solution Approach 1:

The restraint system incorporates pre-positioned components and pre-tensioned elements that are ready to absorb and distribute the forces generated by sudden stoppages or coupling actions. The design includes built-in cushioning mechanisms that activate before damage can occur, preventing vehicles from walking out during extreme events.

Inventive Principle:

Principle #11Beforehand cushioning (Prior cushioning)

4Reliability

If more space is allocated to the restraint system, then vehicle securing is improved, but the safe zone area is reduced

Engineering Contradiction:

Improvevehicle securing effectivenessVSAvoidsafe zone area

Core Design Contradiction:

ReliabilityVSArea of stationary object

Solution Approach 1:

The restraint system transitions from a two-dimensional layout to a three-dimensional configuration, utilizing vertical space and angular positioning to achieve effective vehicle securing without occupying excessive horizontal safe zone area. This dimensional approach allows the restraint to engage the wheel effectively while maintaining clearance from the fender and trim.

Inventive Principle:

Principle #17Another dimension (Dimensionality change)

Data Source

PatentUS10252732B2Auto-rack railroad car vehicle restraint apparatus

Publication Date: 2019.04.09 TRANSPORTATION IP HOLDINGS LLC

AI summary

A vehicle restraint system for an auto-rack railroad car which includes an active chock and an anchor chock configured to co-act to secure a vehicle in the auto-rack railroad car. In various embodiments, each chock has a chock body including a substantially diamond shaped elongated tube which includes four integrally connected elongated walls. In various embodiments, for each chock, various components of that chock extend substantially along longitudinal axis that lie in the same or substantially the same vertical plane as the apex and trough of the substantially diamond shaped elongated tube of the chock body. The active and anchor chocks: (a) have a lower height than known commercially available vehicle restraints; (b) have a smaller width than known commercially available vehicle restraints; (c) position the strap and the torque tube closer to the tire of the wheel than any known commercially available vehicle restraints; (d) take up a smaller area of each safe zone adjacent to the wheel than known commercially available vehicle restraints; (e) provide a greater strength to size ratio than known commercially available vehicle restraints; and (f) are easy to operate, install, and remove.