Deployable Rail Gauge Restraint Measurement System
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Solution Overview
Problem
Existing deployable gage restraint measurement systems are heavy and require large vehicles, limiting their deployment on tracks with cross level and restricting their use to vehicles with ample space, as they need to be mounted on full-size railbound cars and cannot be easily transported on standard roads.
Innovation Solution
A lighter deployable gage restraint measurement system with a measurement axle assembly, cross member, support frames, load cylinders, swing arms, and an anti-rotational arm, which allows for deployment on vehicles of various sizes and tracks with cross level, using a self-centering assembly to maintain rotational positions during deployment.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If deployable gage restraint measurement systems use large and heavy trunnions and support frames to accommodate cross level and vehicle body movement, then the system can tilt to accommodate track variations, but the system becomes extremely heavy and requires full-size railbound cars for deployment
Solution Approach 1:
The system divides the support structure into multiple segments: a cross member attached to the vehicle, support frames pivotally coupled to the cross member, and measurement axle assemblies pivotally coupled to the support frames. This segmentation allows each component to be lighter while maintaining overall adaptability through the coordinated movement of segments.
Solution Approach 2:
The patent combines the functions of multiple heavy components (trunnions, support frames, swing arms) into an integrated support frame assembly where the support frame performs both the tilting function and the support function, eliminating the need for separate heavy trunnion structures.
2Strength
If the measurement system is mounted on full-size railbound cars with ample space, then the heavy components can be supported, but the system cannot be easily transported on standard roads or deployed on lighter vehicles
Solution Approach 1:
The system uses pivotal couplings that allow the support frames and measurement axle assemblies to dynamically adjust their positions and orientations. The support frames can pivot relative to the cross member, and the measurement axle assemblies can pivot relative to the support frames, enabling the system to adapt to different vehicle platforms and track conditions.
Solution Approach 2:
The cross member and support frame assembly is designed to be universally applicable to different vehicle types. The pivotal connections allow the same basic structure to function on both full-size railbound cars and lighter vehicles with rail wheels, providing multi-platform capability.
3Adaptability or versatility
If the system uses two laterally spaced very large and heavy trunnions with multiple linkages, then the gage restraint measurement system can tilt to accommodate cross level, but the device complexity and number of heavy components increases significantly
Solution Approach 1:
The patent extracts the tilting function from the heavy trunnion structure and implements it through the pivotal coupling of support frames to the cross member. This separation allows the support frame itself to perform the tilting function without requiring additional heavy trunnion components.
Solution Approach 2:
The support frames are pre-configured with pivotal connections to the cross member and measurement axle assemblies, allowing them to automatically tilt and adjust to cross level conditions without requiring active control or additional mechanical linkages during operation.
4Ease of operation
If the measurement axle assembly is deployed on a level track with no cross level, then deployment is simpler, but the system cannot handle tracks with cross level variations
Solution Approach 1:
The pivotal couplings enable the support frames and measurement axle assemblies to dynamically adjust to cross level conditions during deployment. The measurement axle assembly can tilt relative to the support frame, which itself can tilt relative to the cross member, providing multiple degrees of freedom to accommodate track variations.
Solution Approach 2:
The system uses self-centering assemblies that automatically adjust the measurement axle assembly to the correct position and orientation on the track without requiring external intervention or complex control systems, enabling deployment on tracks with cross level variations while maintaining operational simplicity.
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
Enables deployment on lighter vehicles and tracks with cross level, reducing wear and tear, and facilitating easier transportation between sites by reducing the need for large, heavy components.
Implementation Method 1
a load cylinder pivotally coupled to the support frame and a swing arm pivotally coupled to the load cylinder
Implementation Method 2
the swing arm pivotally coupled to (i) the load cylinder about a first axis of the swing arm, (ii) the support frame about a second axis of the swing arm, and (iii) the measurement axle assembly about a third axis of the swing arm
Implementation Method 3
an anti-rotational arm pivotally coupled to (i) the support frame and (ii) the measurement axle assembly
Implementation Method 4
a support frame pivotally coupled to the cross member
Data Source
AI summary
A deployable gage restraint measurement system includes a measurement axle assembly, a cross member, first and second support frames, first and second load cylinders, first and second swing arms, and an anti-rotation arm. The first and the second support frames are each pivotally coupled to the cross member. The first load cylinder is pivotally coupled to the first support frame and the second load cylinder is pivotally coupled to the second support frame. The first swing arm is pivotally coupled to (i) the first load cylinder about a first axis of the first swing arm, (ii) the first support frame about a second axis of the first swing arm, and (iii) the measurement axle assembly about a third axis of the first swing arm. The anti-rotational arm is pivotally coupled to (i) the first support frame and (ii) the measurement axle assembly.