Auto-Rack Wheel Chock Face-Plate Design for Vehicle Restraint
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Solution Overview
Problem
Existing vehicle restraint systems in auto-rack cars fail to securely hold vehicles with unique designs, such as cross-over vehicles, due to interference with fenders, moldings, and bumpers, leading to movement and damage during transportation, which is costly for both vehicle manufacturers and railroads.
Innovation Solution
An improved vehicle wheel chock system with a redesigned face-plate that extends in a safe zone between the tire and adjacent fender or bumper, providing better engagement and distribution of forces over a greater surface area, and featuring reinforcing tire engaging members and non-hooking studs for enhanced security and adjustability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If the face-plate is positioned in the intermediate or highest position to accommodate different tire sizes, then the adaptability to different vehicle types is improved, but the face-plate interferes with or contacts the low fenders, moldings, trim or bumpers of cross-over vehicles and other modern vehicle designs
Solution Approach 1:
The face-plate is extended in the longitudinal direction (another dimension beyond simple vertical adjustment) to create a safe zone between the tire engagement area and the vehicle body. This dimensional extension allows the face-plate to accommodate various tire sizes while preventing contact with vulnerable vehicle components.
Solution Approach 2:
The extended face-plate structure acts as an intermediary element that mediates between the restraint function (tire engagement) and the protection function (preventing contact with vehicle body). The longitudinal extension creates a buffer zone that separates these two functions spatially.
2Object-affected harmful factors
If the face-plate engages the tire at a lower point to avoid contact with vehicle body, then the harmful contact is prevented, but the vehicle can more easily hop or jump the restraint
Solution Approach 1:
Instead of only vertical position adjustment, the face-plate utilizes longitudinal extension to solve the contradiction. By extending forward in the longitudinal dimension, the face-plate can engage the tire at an optimal point for restraint security while maintaining distance from vehicle body components.
Solution Approach 2:
The face-plate is made vertically adjustable to allow dynamic positioning based on specific vehicle and tire configurations. This dynamic adjustment capability enables optimal engagement points that provide both security and protection.
3Strength
If the face-plate is made larger to distribute forces over greater surface area, then the restraint effectiveness is improved, but the device complexity and potential interference with vehicle components increases
Solution Approach 1:
The face-plate distributes forces not only through vertical height but also through longitudinal extension. This two-dimensional force distribution (vertical and longitudinal) enhances strength and stability without requiring excessive material or complex structures.
Solution Approach 2:
The face-plate features localized reinforcement and varying thickness profiles. The structure is optimized with greater material where force concentration occurs (near tire contact area) and reduced material where less stress is present, achieving strength efficiency.
Data Source
AI summary
An improved vehicle wheel chock for a vehicle restraint system for an auto-rack railroad car which secures a vehicle in the auto-rack railroad car. The vehicle wheel chock is configured to be positioned on a grating adjacent to a tire of the vehicle. The improved vehicle wheel chock includes an improved face-plate.