Vehicle Retention System Triangular Cross Bracing
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Solution Overview
Problem
Existing vehicle restraint systems with cross braces are expensive to assemble and maintain due to the need for a narrow arrangement of uprights and mechanically stiff cross braces, which increases material costs and reduces the effective range of the system.
Innovation Solution
The vehicle restraint system employs transverse struts that follow a triangular path, with the first ends attached to the guide rail between successive posts and the second ends attached to one of these posts, reducing the number of uprights and facilitating easier assembly and maintenance, while maintaining performance comparable to prior art systems.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If cross braces are fastened to the guide rail in the area of the spacer of a post, then mechanical reinforcement is achieved, but assembly cost and material cost increase
Solution Approach 1:
The cross brace transitions from a horizontal connection to a triangular configuration extending in multiple dimensions. The first end connects to the guide rail while the second end connects to a subsequent post at a different height, creating a three-dimensional triangular structure that provides mechanical reinforcement through spatial distribution rather than concentrated horizontal bracing.
Solution Approach 2:
The cross brace is divided into two distinct ends with different functions: the first end connects to the guide rail for lateral support, while the second end connects to the subsequent post for vertical and diagonal support. This segmentation allows each connection point to be optimized independently, reducing overall assembly complexity.
2Strength
If uprights are arranged narrowly to keep cross brace span acceptable, then mechanical reinforcement is maintained, but the effective range of the restraint system becomes small
Solution Approach 1:
By extending the cross brace connection vertically to connect to subsequent posts at different heights, the effective span is reduced in the horizontal direction while maintaining or extending the overall coverage area. The triangular configuration allows longer horizontal spacing between uprights without compromising structural integrity.
Solution Approach 2:
The triangular cross brace configuration is designed in advance to anticipate and prevent guard rail detachment. The multiple connection points (first end to guide rail, second end to subsequent post) are positioned to provide redundant support, ensuring that if one connection fails, the structure remains stable.
3Strength
If cross braces are made mechanically stiff to bridge spans with little deformation, then containment class is maintained, but material cost increases
Solution Approach 1:
The triangular configuration distributes structural loads across multiple dimensions and connection points, reducing the requirement for excessively stiff individual cross brace components. The geometric arrangement provides inherent structural stability that reduces material requirements while maintaining containment class.
Solution Approach 2:
The triangular configuration creates a curved or angled load path through space rather than a straight horizontal line. This angular geometry more efficiently distributes forces through the structure, reducing the amount of material needed in each individual component while maintaining overall structural strength.
Data Source
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AI summary
Vehicle restraint system (1, 101) with several uprights (2, 3, 4, 5), with several spacers (6, 7, 8, 9) each attached to an upright (2, 3, 4, 5), with at least one guide rail (10, 11, 12 or 110, 111, 112) attached to the spacers (6, 7, 8, 9) and with several crossbars (13, 14) which are attached at their first strut end (15) to the guide rail (10, 11, 12 or 110, 111, 112) and at their second strut end (16), which is arranged lower than the first strut end (15) on the vehicle restraint system (1, 101), to an upright (2, 3, 4 or 5). In order to enable reduced assembly, maintenance and material costs, it is proposed that successive crossbars (13, 14) along the guide rail (10, 11, 12 or 110, 111, 112) follow a triangular course (17, 117), in which the crossbars (13, 14) are connected at their first strut ends (15) to the guide rail (10, 11, 12 or 110, 111, 112).110, 111, 112) between successive uprights (2, 3 or 3, 4 or 4, 5) and the second strut ends (16) are each attached to one of these successive uprights (2, 3, 4, 5).