AT525542B1 - Slide with braking and steering function - Google Patents

Abstract

The invention relates to a sled (1), having a first runner (2) and a second runner (3), a seat (4), at least one frame part (5) which connects the runners (2, 3) and optionally the seat (4) and a manually operable braking and steering device (6) which has a first cable section (7) and a second cable section (8), each cable section (7, 8) being connected to a respective wing (9), wherein the wings (9) are approximately in the direction of travel and can be brought into engagement with a roadway for braking and/or steering by actuating the cable sections (7, 8), the cable sections (7, 8) being on a front side (10) of the carriage (1) can be actuated and the wings (9) are arranged in a rear area (11) of the carriage (1). According to the invention, the wings (9) are rotatably mounted and fold open when actuated by the associated cable pull section (7, 8). The invention also relates to a braking and steering device (6) for such a carriage (1).

Description

Description

SLIDE WITH BRAKE AND STEERING FUNCTION

The invention relates to a sled, having a first runner and a second runner, a seat, at least one frame part which connects the runners and optionally supports the seat, and a manually operable braking and steering device which has a first cable section and a second Has a cable pull section, with each cable pull section being connected to a respective wing, with the wings standing approximately in the direction of travel and being able to be brought into engagement with a roadway for braking and/or steering by actuating the cable pull sections, the cable pull sections being operable on a front side of the carriage and the Wings are arranged in a rear area of the carriage.

Furthermore, the invention relates to a manually operable braking and steering device for such a carriage.

Sleds were used primarily as a means of transport for a long time, but are now mainly used as winter sports equipment. Sledges are usually designed with two runners, which run essentially parallel and have a covering on the underside, which allows easy gliding over snow and/or ice-covered roads. The runners are fixed with a frame part so that the runners remain in position relative to one another. The frame part is usually designed in such a way that it also carries a seat for one or more people.

In simply trained carriage braking is done by the person driving by one or both feet are placed against the road to achieve a desired braking effect. If just one foot or both feet are applied with different forces, a steering movement can also be initiated. A steering movement can also be initiated by pulling one end of the carriage with your hands in a desired direction while driving. If the sled is equipped with a rope for pulling the same, this rope can also be used for a steering movement when driving downhill, if necessary by placing one foot on it at the same time.

It goes without saying that corresponding carriages require a relatively high level of physical effort to set a desired travel speed and direction. In addition, there is also a certain risk of injury, especially when braking, especially on hard ground. Attempts have therefore already been made to equip simply designed sleds with braking and steering devices, so that braking and/or steering is made easier. For example, the document DE 20 2019 106 821 U1 describes a sled that has a braking device, which has a lever-acting braking device on each runner in a rear area of the sled, which can engage in a sliding surface, in particular a snow-covered road, wherein the lever-type brake can be activated via a handle section that is placed in front of an upper body of a person driving.

Alternative braking devices are also known from the prior art, for example from document EP 3 290 291 A1, which has a relatively complex braking device which is designed to engage in a roadway. Other known devices, for example those from US Pat. No. 1,299,338, US Pat. No. 9,53,656, US Pat. Most of these systems also require a restoring element such as a spring to return a brake to its original position when the braking effect is not desired. Ice and/or snow jamming or clogging is also possible with some braking devices, which can result in insufficient recovery.

This is where the invention comes in. The object of the invention is to provide a carriage of the type mentioned with a simple design, but highly efficient

Braking and steering device is equipped.

Another object of the invention is to specify a braking and steering device suitable for this purpose.

The object of the invention is achieved if the wings are rotatably mounted on a carriage of the type mentioned and open when actuated by the associated cable section.

A carriage according to the invention has the advantage that it is designed with a particularly simple braking and steering device, which nevertheless provides a desired performance in use both in terms of a braking effect and steering efficiency. A braking effect can be achieved with relatively little effort due to the rotatable mounting of the wings in a rear area of the carriage and their folding open, for example, to an outside of the carriage. This also makes steering very easy. By actuating a cable pull section in front of the upper body of a person driving, the associated wing is brought into contact with the ground, usually a snowy road, so that the desired braking effect and/or a change in direction occurs. For this purpose, the vanes are usually of flat design and are mounted on an axis of rotation running obliquely to the ground, so that in particular a braking effect can be maximized. The cable pull sections can be gripped on a front side of the carriage, the front side being everything that lies in front of the upper body of the person driving in the direction of travel.

A further advantage is given by the fact that the manually operable braking and steering device can be designed without a return spring. Although a return spring, for example a torsion spring, can be provided for this purpose, this is not necessary. As a rule, when driving, the wings are aligned along a longitudinal axis of the associated runners and engage minimally with the ground or the snow-covered roadway. This results in a return to the zero position of the vanes even without a return spring (no significant braking or steering effect). The wings thus automatically return to the zero position.

The wings can be arranged so that viewed from the runners they fold towards the middle of the carriage or fold down. However, the wings are preferably arranged in such a way that they fold open to an outside of the carriage, which is more efficient in particular for a steering effect.

It is advantageously provided that the first runner and the second runner are each hollow and the cable sections are guided along a direction from the front of the carriage to a rear of the carriage partially in the runners. This initially results in a particularly simple guidance of the cable sections. In principle, no further guides or attachment points are required for the cable sections if hollow runners are used for them. A further advantage results from the fact that the runners can be manufactured very easily, in particular from an extruded profile of an alloy, in particular an aluminum alloy. The runners can then be bent accordingly and cut to length at the ends. Furthermore, simple operations such as laser cutting can also be used to design the corresponding attachment points for mounting the wings, as will be explained later.

The individual cable sections can be connected to one another at the front of the carriage, thus in front of the upper body of a person driving. In this case, there is a cable connected to both wings, both the one mounted on the first blade and the one mounted on the second blade. In particular, it can then be a single cable. However, it is preferably provided that there are two separate cable pulls, a first cable pull for the first runner and the first wing and a second cable pull for the second runner and the second wing.

The cable or cables are advantageously formed from a steel wire, which is surrounded by a jacket made of plastic. The sheath may be attached at specific points along the guide to provide strain relief.

It is expedient that the wings are mirror-symmetrical in order to achieve the same braking and / or steering effect on both sides of the carriage.

It is particularly preferred that the wings are arranged at one end of the skid. This initially facilitates a simple attachment of the wings. Furthermore, effective braking and steering can be achieved by end-to-end attachment of the wings to one end of the skids. Furthermore, the wings can also be attached to an end area of the runners in the sense of a simple design of the carriage with the braking and steering device, since the runners can already be equipped at the end with corresponding receptacles for a rotary axis of the wings during production. In addition, the risk of misalignment or clogging at the end of the runner is significantly lower than in other areas along a runner. Furthermore, the braking and steering device is in no way disruptive when driving in terms of space. This also results in that the braking and steering device is less susceptible to damage by a driver.

The wings are preferably formed with an upper edge and a lower edge, the lower edge having a first region with serrations and a second region which is essentially straight. The first prong area is for engaging the roadway when it is icy. The spikes then cause a claw-like engagement in the hard surface. On the other hand, if the snow conditions are soft, for example in spring, the spikes are less effective. In this case, the essentially straight area is used or the wing is brought into contact or engagement with the soft ground over a longer distance and more engagement surface. For this purpose, it is expedient that the wings are approximately V-shaped on the underside downwards. In addition, it is advantageous in this context if the wings are mounted on an axis of rotation which is inclined to the roadway in the direction of travel, preferably at an angle between the roadway or a skid sliding surface and the axis of rotation of 30° to 85°, in particular 40° up to 75°, tilted forward. With the corresponding features, there are the following advantages when driving: If the carriage is moved straight down without the braking and steering device being actuated, the wings automatically position themselves in the direction of travel, i.e. in the longitudinal direction of the runners. Because of the V-shaped design, the vanes then rest only slightly on the ground in the area of the lower edge, namely with the end of the V-shaped design. The wings are stored accordingly in terms of height. A resulting braking effect is negligible, but in return it is achieved that no automatic restoring force is required, for example by a spring. Rather, the wings are automatically in the direction of travel when the braking and steering device is not actuated. If the braking and steering device is actuated manually while driving, the actuated wing is rotated about the axis of rotation towards the outside of the carriage due to the corresponding cable pull. Due to the inclined position of the axis of rotation and the V-shaped design, that side of the V-shaped design of the lower edge that is closer to the runner comes into engagement first. This is the area where the spikes are present. A braking or steering effect is then achieved on an icy road. If, on the other hand, the conditions are soft, for example a muddy subsoil, the inner prongs of the first area also initially come into contact with the road surface, but remain without a clear effect. Therefore, an applied tensile force causes the wing to be moved further forward about the axis of rotation so that the second, substantially straight portion, positioned outwardly, comes into engagement. The wing is thus immersed further into the road surface and thus ensures the desired intervention to achieve a braking and/or steering effect in soft ground conditions. Thus, in the corresponding designs, the wings are designed in such a way that they achieve the desired effects even with different ground conditions.

In order to maximize a braking effect and to achieve a certain degree of splash protection, especially in soft snow conditions, it can also be provided that the wings are each mounted on an axis of rotation which is inclined outwards transversely to the direction of travel, preferably at an angle from 1° to 25°, especially 2° to 15°. As a result, when the wing is folded out to the side, preferably to the outside, and also to the front, it becomes more oblique

adjusted to the direction of travel, so that rising snow spray at least partially bounces off the wing. For this purpose, it can also be provided that the wing is formed with a projection on the upper edge, which extends in the direction of travel. This can serve as additional splash protection on soft road surfaces.

A braking effect can be maximized by a double axis inclination: the greater the angle of inclination to the roadway or a skid sliding surface and the greater the angle of inclination in relation to a vertical axis of the carriage, the greater the braking effect for a given wing size. The wing size also determines the braking effect over an engagement area. The functional properties of the braking and steering device can thus be defined by an essentially flat design of the wings and the double axis inclination.

It is particularly preferred that the wings each have a recess in which a deflection roller is mounted, and the cable sections each run through the recess and around the deflection roller and then in the opposite direction on the carriage, in particular the runner, are fixed in place. As a result, a force to be applied can be reduced analogously to a pulley block, so that braking and/or steering can already be achieved with little effort. On the other hand, this also makes the system more sensitive, so that the quality of the braking and steering equipment improves.

The wings can be positioned in such a way that a lowest point of the lower edge of the wing is approximately level with a skid sliding surface. When the vanes are V-shaped at a lower edge toward the road, they may be positioned such that a V-shaped projection is loosely in contact with the road. This results in the aforementioned automatic resetting of the wings when the braking and steering device is or is not actuated. Thus, even if this is not mandatory, the braking and steering device can be designed without a return spring. If not actuated, the wings can hit the ground or the roadway due to gravity, but this does not have any significant braking effect, but rather basically aligns the wings in the direction of travel.

The braking and steering device can be provided with an anti-theft device, for example a padlock which can be guided through or around both wings in order to lock them and prevent the carriage from being stolen. Alternatively, it is also possible to secure the cable sections.

The further object of the invention is achieved by a manually operable braking and steering device for a carriage according to the invention, the braking and steering device having a cable section with a first end and a second end and a wing with a recess and a deflection roller mounted therein, wherein the cable section can be guided around the deflection roller, as well as an axis of rotation, which accommodates the wing rotatably, and a fastening for the second end of the cable section, the first end being kept free.

Such a braking and steering device has the advantage that it is simple in design, but achieves a highly effective effect when braking and/or steering a carriage. In particular, the braking and steering device can also be retrofitted into existing systems. As far as the braking and steering device was previously explained in general in connection with the carriage, it goes without saying that the corresponding features can be given in a braking and steering device according to the invention, in particular the explained v-shaped configuration on the respective lower edge of the wings as well as the double axis inclination of the axis of rotation.

Further features, advantages and effects of the invention result from the exemplary embodiment presented below. The drawings to which reference is made show:

[0027] FIG. 1 shows a carriage in a side view;

[0028] FIG. 2 shows the carriage from FIG. 1 in a plan view; [0029] FIG. 3 shows a braking and steering device, attached to a runner, in a partial section;

Figures 4 to 6 are perspective views of one end of a runner with braking and steering means attached;

7 is an end view of a carriage;

[0032] FIG. 8 shows a section in an end area of the carriage;

[0033] FIG. 9 shows a further section through a part of a braking and steering device;

Figure 10 is a side view of a sled with the braking and steering device actuated;

Figure 11 is a top plan view of the carriage of Figure 10;

Figure 12 is an end view of the carriage of Figure 11;

[0037] FIGS. 13 to 15 different perspective views of a braking and steering device in the actuated state.

In Fig. 1 to Fig. 9, a carriage 1 according to the invention is shown in more detail. The carriage 1 includes a braking and steering device 6. In FIGS. 1 to 9, the braking and steering device 6 is in a non-actuated state.

In Fig. 1 the carriage 1 is shown in a side view, in Fig. 2 in a plan view. As can be seen in FIG. 2, the carriage 1 has a first runner 2 and a second runner 3 . The two runners 2, 3 are arranged along a direction of travel, indicated by an arrow in FIG. The runners 2, 3 are rigid, for example, and are in use on a subsurface 27 or a roadway. For this purpose, the runners 2, 3 are suitably designed on their underside, so that the runners can slide on a substrate 27. In the area of a front side 10 of the carriage 1, the two runners 2, 3 are bent upwards, as can be seen in particular from FIG. As can be seen in FIG. 2, the runners 2, 3 can also run towards one another in the front area of the carriage 1, although this is not mandatory. The two runners 2, 3 are each connected to a frame part 5, so that the two runners 2, 3 are fixed rigidly relative to one another. Thus the basic construction of the carriage 1 is given. The frame part 5 also carries a seat 4, which serves as a place for one person. The seat 4 can also be designed in such a way that two people, possibly more, have space.

The two runners 2, 3 are advantageously formed from a profile made of an aluminum alloy. The aluminum profile can be created in particular by extrusion.

Corresponding straight profiles can then be cut to length and bent to form the actual runners 2, 3. The two runners 2, 3 are then hollow. At one end, the runners 2, 3 can also be formed by laser processing with a receptacle 25 for a rotary axis 22, which will be explained below.

The carriage 1 has a braking and steering device 6, as can be seen in various views and sections in FIGS. 3 to 9; FIG. 2 shows the braking and steering device 6 for the first runner 2 , whereas the second runner 3 is shown without a braking and steering device 6 . The braking and steering device 6 initially comprises a first cable section 7 and a second cable section 8, which are indicated in FIG. Each cable section is connected to a wing 9, as can be seen in FIG. The wing 9 is arranged in a rear area 11 of the carriage 1 . In particular, the wing 9 can be arranged on one end 13 of the skid, as can be seen in FIG. 3 or FIGS. 4 to 6 . Each wing 9 is mounted on an associated axis of rotation 22 . The axis of rotation 22 is arranged at one end 13 of the skid. For this purpose, the respective skid 2, 3 in the production of a laser processing and

are designed so that two receptacles 25 are formed on an upper side of the runners 2, 3 and on the underside of the runners 2,3 for fixing the axis of rotation 22. The receptacles 25 can be seen in particular in FIG. 1 for the second runner 3, which is shown without the braking and steering device 6. The wing 9 is provided with a corresponding bore so that the wing 9 can be rotatably mounted on the axis of rotation 22 . A rotatability of the wing 9 is designed in such a way that the wing 9 can open outwards in the direction of travel to an outer side 12, ie in the representations according to FIGS. 4 and 6 to the right side of the representation.

As can be seen from FIG. 5 and in particular FIG. 6, a wing 9 has an upper edge 14 and a lower edge 15 . The lower edge 15 is approximately v-shaped towards the roadway or a subsurface 27, which can also be seen in particular in the section according to FIG. A first region 17 of the wing 9, which is adjacent to the axis of rotation 22, has teeth 16 on the bottom side. A second portion 18, which is adjacent to the first portion, is straight. At the upper edge 14 of the wing 9 there is a projection 19 which extends approximately perpendicular to the rest of the body of the wing 9 .

From Fig. 7 and Fig. 8 it can be seen that the wing 9 is inclined in two ways. On the one hand, the wing 9, as can be seen from FIG. 7, is set at a slight angle relative to a vertical axis 28 of the carriage 1 (perpendicular to the resting areas of the runners 2, 3). In the exemplary embodiment, this results in an angle of approximately 4.5°. This angle can be varied and can be, for example, in the range from 1° to 20°. On the other hand, as can be seen in particular from FIG. 3, the axis of rotation 22 is also set at an angle in the direction of travel. In the exemplary embodiment, the corresponding angle is approximately 60° or, again in relation to the vertical axis 28, approximately 30°. This angle can vary, although angular ranges from about 15° to about 45° to the vertical have proven to be particularly favorable.

This can be achieved if receptacles 25 are formed at the end 13 of the runner, in particular by laser processing. These receptacles 25 then take an axis of rotation 22, for example a bolt, about which the wing 9 can be rotated forward. For this purpose, the wing 9 is connected to an associated cable section 7, 8. In the exemplary embodiment, a deflection roller 21 which rotates about a further axis of rotation 23 and is located in a recess 20 of the wing 9 is additionally provided for this purpose. The cable pull section 7 runs around this deflection roller 21 from the front side 10 of the carriage 1 first to the wing 9, is then guided around the deflection roller 21 and then fixed in place with the second end in a holder 24, which in the opposite direction, ie is arranged in the direction of travel, as can be seen for example in FIG. A cable section 7, 8 thus runs, starting from the front side 10 of the carriage 1, around the deflection roller 21 and is then fixed in place on the runner 2, 3 with a holder 24, resulting in a pulley function. On the outside, the cable section 7, 8 is surrounded by a cable casing 26 in the area between the holder 24 and a cable outlet at a front end of the runner 2, 3 in order to guide the cable section 7, 8 in the curved runners 2, 3 and in the outlet areas .

The explained V-shaped configuration of the wing 9 means that the wing 9 has a lowest point or area on the lower edge 15 . This area is set by positioning the axis of rotation 22 and the attachment or the dimensions of the wing 9 in such a way that this deepest area is approximately level with a contact surface of the associated runner 2 or runner sliding surface, as shown in Fig. 6 and in Fig. 7 is evident.

In Fig. 10 to Fig. 15, the carriage 1 together with the braking and steering device 6 is shown again, but in contrast to Fig. 1 to Fig. 9 in an actuated state of a wing 9. For this purpose, for example, the first wing 9 operated via the associated first cable section 7.

The operation in use is as follows: Due to the lower edge 15 v-shaped design of the wing 9 and its positioning such that a lowest point or area is approximately at the level of the associated skid sliding surface, results in a

Driving straight down that due to the forces acting and a low investment of the respective wing 9 on the road, the wing 9 automatically align in the direction of travel. Due to the V-shaped design, the corresponding braking effect and the associated loss of speed are irrelevant. If braking and/or steering is now desired, the driver actuates the cable section 7, 8 which is exposed on the front side 10 and is intended to initiate braking and/or steering. Depending on what is desired, one or both of the cable sections 7, 8 can be operated. By applying the corresponding tensile force and the stationary fixing of the opposite end of the cable section 7, 8 in the holder 24, the associated wing 9 is folded forward, viewed in the direction of travel, towards the outside 12 of the carriage 1 and thus triggers braking and/or steering . The flat design of the wings 9 causes a high level of braking efficiency. Furthermore, the double inclination of the axis of rotation 22 and the associated wing 9 in connection with the V-shaped design ensures that the first area 17 of the wing 9 with the teeth 16 comes into contact with the roadway or the ground 27 . If the conditions are icy, this already achieves a sufficient braking effect, for which the claw-like engagement of the teeth 16 is particularly suitable. On the other hand, if the conditions are soft, for example slush, the prongs 16 do not grip sufficiently. The wing 9 is then drawn even further into the roadway or the ground 27 due to the acting tensile force, so that the second area with the straight lower edge 15 and thus also the wing section above it comes into surface contact with snow and thus triggers the desired braking effect. If the braking and/or steering process is ended and no more traction is applied, the activated wing 9 automatically returns to the zero position due to the slight contact in the area of the lowest point of the V-shaped projection 19, in which the wing 9 moves along the longitudinal axis the associated skid 2, 3 is aligned.

A slight tilting of the wing 9 relative to the vertical axis, also outwards, means that the wing 9 is set at an angle in the direction of travel. This results in effective spray protection, which is particularly advantageous in soft snow conditions, but can also be advantageous on icy roads. If provided, the projection 19 on the upper edge 14 of the wing 9 also contributes to this.

In principle, no restoring element is required according to the invention in order to set the vane 9 to a zero position. This benefits a simple design of the braking and steering device. If a restoring element is nevertheless desired, this is expediently combined with the axis of rotation 22 of the wing 9, so that the wing 9 automatically returns to the zero position, even without ground contact, when there is no tractive force acting. A corresponding torsion spring can be provided for this purpose, for example.

Claims (16)

patent claims 1. Sled (1), having a first runner (2) and a second runner (3), a seat (4), at least one frame part (5) which connects the runners (2, 3) and optionally the seat (4 ) carries, and a manually operable braking and steering device (6), which has a first cable section (7) and a second cable section (8), each cable section (7, 8) being connected to a respective wing (9), the Wings (9) are approximately in the direction of travel and can be brought into engagement with a roadway for braking and/or steering by actuating the cable sections (7, 8), the cable sections (7, 8) being on a front side (10) of the carriage (1 ) can be actuated and the wings (9) are arranged in a rear region (11) of the carriage (1), characterized in that the wings (9) are rotatably mounted and open when actuated by the associated cable section (7, 8). 2. Sled (1) according to claim 1, characterized in that the wings (9) fold open towards an outside (12) of the sled (1). 3. Sled (1) according to claim 1 or 2, characterized in that the first runner (2) and the second runner (3) are each hollow and the cable sections (7, 8) along a direction from the front (10) of the carriage (1) up to a rear side of the carriage (1) are partially guided in the runners (2, 3). 4. carriage (1) according to any one of claims 1 to 3, characterized in that the cable sections (7, 8) are designed as separate cables. 5. carriage (1) according to any one of claims 1 to 4, characterized in that the wings (9) are mirror-symmetrical. 6. carriage (1) according to any one of claims 1 to 5, characterized in that the wings (9) are arranged at a skid end (13). 7. Sled (1) according to one of claims 1 to 6, characterized in that the wings (9) are formed with an upper edge (14) and a lower edge (15), the lower edge (15) having a first region with teeth ( 16) and a second region that is essentially straight. 8. carriage (1) according to any one of claims 1 to 7, characterized in that the wings (9) are formed on the underside downwards approximately V-shaped. 9. Sled (1) according to one of claims 1 to 8, characterized in that the wings (9) are mounted on a rotary axis (22) which is inclined in the direction of travel to the roadway, preferably at an angle between a roadway and the rotary axis ( 22) inclined forwards from 30° to 85°, in particular from 40° to 75°. 10. Sled (1) according to one of Claims 1 to 9, characterized in that the wings (9) are each mounted on a rotary axis (22) which is inclined outwards transversely to the direction of travel, preferably at an angle of 1° to 25°, in particular 2° to 15° to a vertical axis (28). 11. Sled (1) according to claim 7, characterized in that the wings (9) on the upper edge (14) are formed with a projection (19) which extends in the direction of travel. 12. Sled (1) according to one of claims 1 to 11, characterized in that the wings (9) each have a recess (20) in which a deflection roller (21) is mounted, and the cable sections (7, 8) each run through the recess (20) and around the deflection roller (21) and are then fixed in the opposite direction on the carriage (1), in particular the runner (2, 3). 13. Sled (1) according to claim 7 or 11, characterized in that the wings (9) are positioned such that a lowest point of the lower edge (15) of the wing (9) is approximately level with a skid sliding surface. 14. Sled (1) according to any one of claims 7 or 11 or 13, characterized in that the wings (9) on a lower edge (15) are V-shaped towards the roadway and are positioned in such a way that a V-shaped projection ( 19) is in contact with the road. 15. Sled (1) according to any one of claims 1 to 14, characterized in that the manually operable braking and steering device (6) is designed without a return spring. 16. Manually operable braking and steering device (6) for a carriage (1) according to any one of claims 1 to 15, characterized in that the braking and steering device (6) has a cable section (7, 8) with a first end and a second End and a wing (9) with a recess (20) and a deflection roller (21) mounted therein, the cable section (7, 8) being able to be guided around the deflection roller (21), and an axis of rotation (22) which the wing ( 9) rotatably, and having an attachment for the second end of the cable section (7, 8), the first end being kept free. 5 sheets of drawings