Mandrel and Track Lock Pin Vehicle Restraint
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Solution Overview
Problem
Traditional vehicle restraint systems struggle to securely fasten vehicles with low tire-to-fender clearance ratios during shipping, as they often damage the vehicle's fender due to interference and are not designed to handle the reduced clearance effectively.
Innovation Solution
A vehicle restraint system featuring a strap assembly coupled to a mandrel assembly with an integrated lock pin, which secures the vehicle to a track assembly, allowing for proper engagement and tensioning without damaging the vehicle, and includes a release mechanism to mitigate extreme forces during shipping.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If traditional chock and strap configurations are used to secure vehicles, then vehicles can be restrained during shipping, but the chock body interferes with and damages the vehicle's fender due to low tire-to-fender clearance ratios
Solution Approach 1:
The restraint system is divided into separate functional components: a strap assembly for securing the tire, a mandrel assembly for tensioning, and a latch assembly for locking. This segmentation allows each component to be optimized independently, with the strap assembly being thin enough to clear the fender while the mandrel and latch assemblies remain outside the clearance zone.
Solution Approach 2:
The system transitions from a bulk three-dimensional chock body to a predominantly two-dimensional strap and mandrel configuration. The strap wraps around the tire in a planar configuration, while the mandrel assembly extends radially outward, positioning critical components outside the tire-to-fender clearance zone.
2Productivity
If tire-to-fender clearance ratios are reduced to decrease aerodynamic drag and increase performance, then vehicle performance and fuel efficiency improve, but current shipping restraint mechanisms cannot effectively secure these vehicles
Solution Approach 1:
The mandrel assembly serves multiple functions: it acts as an anchor point for the strap, provides a rotation axis for tensioning, serves as a structural support for the latch assembly, and engages with the track assembly. This multi-functionality allows the system to adapt to various vehicle configurations including those with low tire-to-fender clearance ratios.
Solution Approach 2:
The mandrel assembly is designed to rotate during the tensioning process, allowing the strap to be tightened effectively. The system transitions from a static chock configuration to a dynamic mechanism that can adapt its configuration during operation to achieve proper tensioning regardless of initial clearance conditions.
3Reliability
If traditional restraint mechanisms are tightened to secure vehicles, then restraint effectiveness improves, but the tightening process causes the chock body to interfere with and damage the vehicle's fender
Solution Approach 1:
The critical tensioning and locking functions are extracted from the chock body and placed in separate assemblies (mandrel and latch assemblies) that position their components outside the tire-to-fender clearance zone. This extraction eliminates the interference problem while maintaining the necessary restraint forces.
Solution Approach 2:
The mandrel assembly acts as an intermediary between the strap assembly and the latch assembly, transferring forces and enabling the tightening process. It provides a mechanical advantage system that allows effective tensioning without requiring the chock body to be in contact with the fender.
Data Source
AI summary
A vehicle restraint system includes a strap assembly configured to be positioned on a portion of a tire of a vehicle to secure the vehicle to a track assembly. The strap assembly is also configured to be coupled to the track assembly on a first side of the tire. The system also includes a mandrel assembly operable to be coupled to the strap assembly on a second side of the tire, opposite the first side of the tire. The mandrel assembly is configured to engage the track assembly through a first hole in the track assembly. The system further includes a latch assembly configured to be coupled to the mandrel assembly. The latch assembly is also configured to create a coupling between the mandrel assembly and the track assembly.