Rail End Overrun Prevention via Movable Carriage Stoppers
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Solution Overview
Problem
Existing rail-bound transport systems with self-propelled carriages face safety issues due to inadequate buffer systems at rail ends, which are complex, costly to maintain, and prone to malfunction, leading to potential overruns and damage.
Innovation Solution
The implementation of immovable stop elements on rails with stoppers that can be moved between two positions to ensure safe passage, requiring only carriage monitoring and providing redundancy to prevent overruns, with optional spring-loading and friction-based braking for added safety.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If pivotable stop elements are used at each end of the rail, then overrun prevention is improved, but device complexity and maintenance cost increase
Solution Approach 1:
The stop element is divided into two separate immovable stop elements (first and second stop elements) positioned at different locations along the rail. This segmentation eliminates the need for pivotable mechanisms while maintaining overrun prevention through a redundant stop configuration
Solution Approach 2:
Instead of making the stop elements pivotable to control overrun, the invention inverts the approach by making the stop elements immovable and instead making the stopper on the carriage movable between different positions. The stopper is moved out of engagement with the stop elements during normal operation and engaged when overrun prevention is needed
2Reliability
If pivotable stop elements with monitoring are implemented, then safety is improved, but ease of operation and maintenance deteriorate
Solution Approach 1:
The monitoring requirement is extracted from the stop elements themselves and placed on the stopper mechanism on the carriage. Since the stop elements are simple immovable components, they require no monitoring. Only the movable stopper needs monitoring, which is already part of the carriage's control system
Solution Approach 2:
The stop system provides self-service through its passive design. The immovable stop elements require no actuation or monitoring - they simply provide a physical barrier. The active monitoring and control functions are self-contained on the carriage, eliminating the need for complex wiring and monitoring infrastructure along the rail
3Adaptability or versatility
If movable rails with position monitoring are used, then adaptability is improved, but device complexity and monitoring requirements increase
Solution Approach 1:
The stopper on the carriage serves multiple functions: it acts as a normal stop during operation, can be moved out of engagement to allow overrun, and can be positioned to engage with different stop elements. This multi-functionality provides adaptability without requiring separate monitoring systems for each function
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This solution enhances safety by ensuring no accidental overruns, reduces maintenance complexity and costs, and allows for controlled braking, making the system more reliable and economical for use in storage and retrieval systems.
Implementation Method 1
the stoppers can be spring-loaded on both sides in the direction of travel of the vehicles
Implementation Method 2
the stoppers can be spring-loaded on both sides in the direction of travel of the vehicles
Implementation Method 3
optional spring-loading and friction-based braking for added safety
Data Source
Figure 1
Figure 2~3
Figure 4
AI summary
The invention relates to an in-house track-bound transporting system with self-propelling carriages (1) that move on rails (3). The system has stoppers (7) to prevent said carriages from crossing over open rail ends or track borders, and the system is provided with stops (8). The stoppers (7) collide with the stops (8) in order to prevent a crossing-over, said stops (8) having first and second fixed stop elements (9a, b). The stoppers (7) can be moved between a first crossing-over position and a second crossing-over position such that the first stop elements (9a) can be crossed over in the first crossing-over position of the stoppers (7), and the second stop elements (9b) can be crossed over in the second crossing-over position of the stoppers (7), wherein the first stop elements (9a) cannot be crossed over in the second crossing-over position of the stoppers (7), and the second stop elements (9b) cannot be crossed over in the first crossing-over position of the stoppers (7).