EP1109711A1

EP1109711A1 - Transportation device, especially a wheelchair, with a braking system

Info

Publication number: EP1109711A1
Application number: EP99906176A
Authority: EP
Inventors: Gerrit JÄGER
Original assignee: DT Swiss AG
Current assignee: DT Swiss AG
Priority date: 1998-08-31
Filing date: 1999-01-20
Publication date: 2001-06-27
Also published as: WO2000012372A1; US6644443B1; DE19839611C2; JP2002523200A; DE19839611A1

Abstract

The invention relates to a device for transporting human beings, comprising a frame, at least one tyre extending in a peripheral direction around a wheel with a certain amount of elasticity, and a braking system. The braking power of the braking system is substantially independent from the elasticity of the tyres. The invention also relates to a method for arresting said transportation device.

Description

Transport device, especially a wheelchair, with braking device

Description

The invention relates to a transport device, in particular a wheelchair, with a braking device with a parking brake and a method for locking such a device.

The invention is described below in relation to a wheelchair. However, this description should in no way be interpreted as restricting the application of the invention. Rather, the invention can also be used in other transport devices provided with wheels and the like, in which at least one wheel should be rotatable.

A wheelchair with a parking brake is already known, in which a parking force is exerted on at least one wheelchair tire filled with air via a manually operated toggle lever, so that it is essentially non-rotatably coupled to the load-bearing parts of the wheelchair.

Arranging such a toggle lever brake on a wheelchair represents a suitable measure to prevent the wheelchair from rolling in undesirably in certain situations. In many situations, for example, when a toggle lever brake is actuated, a manned or unmanned wheelchair standing on a mountain can be prevented from rolling on.

However, the braking force of such wheelchairs with a knee lifting brake is dependent to a not inconsiderable extent on the air pressure present in the wheelchair's tire. For example, a toggle lever brake adjusted to high air pressure exerts less braking force on the wheelchair when the air pressure in the tire is lower. Such a reduced braking force effect is a not inconsiderable danger. In particular, if the wheelchair is manned, there is a risk that the wheelchair user, who is in safety, undesirably starts to move with his wheelchair, which can lead to the wheelchair user not counting on this rolling in the traffic situation or the Wheelchair does not have sufficient grip and falls.

Since wheelchair users are usually restricted in the mobility of their limbs, such a fall can lead to not inconsiderable injuries to the wheelchair user, which is in particular due to the fact that the mobility impaired wheelchair user cannot necessarily be supported in a suitable manner. In less favorable situations there is a risk of collisions with other road users. For example, in the case of known wheelchairs with a toggle brake, it cannot be ruled out that the wheelchair - manned or unmanned - rolls onto a street and is caught there by a moving vehicle. In addition to the risk of material damage, other road users can also be physically impaired.

Accordingly, it is an object of the invention to provide a transport device for bodies, such as a wheelchair, which can be produced in a structurally simple and inexpensive manner st and a brake, a parking brake, which, with high brake reliability, guarantees a high level of traffic safety regardless of uncontrollable operating parameters of the transport device.

The object is achieved according to the invention by a transport device for bodies according to claim 1.

A method according to the invention for locking a transport device is the subject of claim 40.

Preferred developments of the invention are the subject of the dependent claims.

According to the invention, provision is therefore made for a transport device for bodies to be provided with a braking device whose braking force which can be exerted is essentially independent of the resilience of the tires of the transport device.

The brake brake surrounds. preferably a test device and preferably represents one.

Since the flexibility of the tires can be attributed, for example, to the fact that they are filled with air or contain an air-filled tube, the braking force according to the invention is preferably essentially independent of this air pressure in the tube.

The transport device, which is for example a wheelchair, a bicycle trailer, a tricycle, a Kettcar or the like, has a frame device. The concept of the frame device is to be understood broadly and includes in particular a tubular structure or a supporting structure having any wall. From this frame device, a receiving device is used directly or indirectly Intake of a body added. For example, the body is an object or the human body.

At least two wheels are movably arranged opposite the frame device. These wheels, which, for example, carry a tire, which is preferably a jacket and tube arrangement, have a hub on the radially inner side, which is at least temporarily movably arranged relative to the frame.

At least three, particularly preferably at least four, wheels are preferably provided. It is preferred that part of the wheels has the aforementioned hub. All of the wheels particularly preferably have the aforementioned hub.

An axis is accommodated concentrically on the inside of the hub and is arranged concentrically about a central axis. This axis preferably extends out of the hub; this axis particularly preferably pierces the hub in such a way that it emerges from the hub at both ends in the axial direction.

An axis preferably extends in at least two hubs; each hub is particularly preferably assigned exactly one axis.

These axes are at least partially fixed in relation to the frame device. The axes are preferably supported on both sides in the frame device directly and / or indirectly in the frame device. The axes are particularly preferably mounted on one side, that is to say overhung, directly and / or indirectly in the frame device.

Particularly preferably, at least one bearing, such as a radial bearing and / or axial bearing and / or radial-axial bearing or the like, is provided between the axis and the hub. The transport device also has a switching device for receiving a signal, by means of which at least one braking and / or locking process can be initiated or ended. The concept of the signal is to be understood broadly here. A signal in the sense of the invention is, for example, a torque or a force, or a pivoting movement, or a helical movement. The signal is preferably of a mechanical or hydraulic type. It is particularly preferred of an electrical or electromagnetic or pneumatic type. This signal can preferably be conducted by means of a Bowden cable and / or a rotary knob and / or a shift lever and / or an eccentric device.

According to a preferred embodiment of the invention, the braking device has at least a first and at least a second contact area. The first contact area is at least temporarily coupled to a wheel with respect to the central axis m in a substantially rotationally fixed manner. The second contact surface area is coupled to the frame with respect to the central axis at least at times essentially non-rotatably. Preferably, at least one of the aforementioned rotationally fixed couplings is canceled when the brake is in a non-fixed position. The rotationally fixed couplings are particularly preferably also present when the brake is in a released position.

These contact surface areas are distinguished by the fact that they are at least partially in contact with one another when the brake and / or parking brake are actuated.

At least one of these contact surface areas is preferably arranged to be movable relative to the wheel or relative to the frame, that is to say axially movable, for example. Particularly preferably, at least one of these areas is fixedly arranged opposite the wheel or the frame. A torque difference existing between the wheel and the frame with respect to the central axis is preferably reduced if the first contact surface area is connected in a rotationally fixed manner to the wheel and the second contact surface area with the frame and the contact surface areas contact each other at least partially.

A torque difference between the wheel and the frame with respect to the central axis is particularly preferably prevented if the first contact surface region is coupled in a rotationally fixed manner to the wheel and the second contact surface region with the frame and these contact surface regions make contact with one another. The torque difference between the frame and the wheel is particularly preferably zero in the case of the abovementioned engagement conditions even if, for example, an external torque is applied to the wheel which is less than a predetermined limit torque.

According to a particularly preferred embodiment of the invention, this limit torque is adjustable. The limit torque, which can in principle be set to an arbitrarily high value, can be dependent, for example, on material parameters or the design of individual or several components, or a contact pressure in the contact area or the like.

According to a preferred embodiment of the invention, the contact surface areas are each arranged outside the tire. In this context, “outside the tire” is to be understood to mean that none of the contact surface areas is arranged on the tire. The wheel preferably has a rim which is connected to the hub, for example, via a spoke arrangement.

It is particularly preferred that the contact surface areas are arranged outside the rim. The term "outside" is to be understood in the above sense. According to a particularly preferred embodiment of the invention, the braking device and / or the parking brake device is arranged at least partially within the hub. For example, the braking and / or parking brake device is arranged radially within the radially outer contour of the hub. It is also particularly preferred that the braking and / or parking brake device is arranged radially within the radially inner contour of the hub.

According to a particularly preferred embodiment of the invention, the contact surface regions are arranged radially within the radially inner and / or radially outer surface contour of the wall of the hub.

"Inside" is preferably to be understood to mean that the axial position of the braking device and / or parking brake device and / or the contact surface area is not restricted. However, “inside” is particularly preferably to be understood to mean that the braking device and / or parking brake device and / or the contact surface regions are also arranged at least partially, preferably completely, in the axial direction within the hub.

In one embodiment, it is preferred that the braking device and / or the parking brake device and / or the contact surface areas are at least partially, particularly preferably completely, arranged within a (fictitious) cylindrical area which extends around the central axis and whose radius is due to the distance between the central axis and the maximum radially outer point of the hub is determined.

For example, this point is a point that lies radially on the outside on a flange that extends in the radial direction the hub is arranged. Such a flange has, for example, bores for receiving spokes.

In another embodiment, it is possible for parts of the braking device and / or the parking brake device or parts of the contact surface regions to have a greater radial distance from the central axis than the point of the hub which has the greatest radial distance from the central axis.

In a particularly preferred embodiment of the invention, the braking device and / or the parking brake device and / or the contact surface areas is at least partially directly between the axis and / or a first intermediate device which is at least temporarily connected to the axis with respect to the central axis and the hub and / and or a second intermediate device which is connected to the hub with respect to the central axis at least at times essentially non-rotatably.

For example, elements are arranged between the hub and the axle, via which a rotationally fixed connection between the frame and the wheel can be realized, these elements not being encompassed by the frame and / or areas of the wheel that lie outside the hub.

A contact area is particularly preferably arranged on the hub and / or a contact area is arranged on the axis.

It is also preferred that the braking device and / or parking brake device and / or the contact surface areas in the axial direction is at least partially, preferably completely, arranged outside the hub.

According to a particularly preferred embodiment of the invention, the first contact area is on at least one first Element: arranged and the second contact area arranged on at least one second element different from the first. Particularly preferably, these elements or these contact surface areas can be coupled at least partially with a friction fit, so that the first is coupled in a rotationally fixed manner relative to the second element when the parking brake is applied, or the torque difference between the first and second elements is reduced when the braking device is actuated.

Preferably, a conical or truncated cone-shaped inner surface arranged on the first and / or second element engages in a conical or truncated cone-shaped outer surface arranged on the first and / or second element.

These conical or frustoconical surfaces are particularly preferably arranged in such a way that their axes of rotation are arranged essentially parallel to the central axis.

It is also particularly preferred that the contact surface areas extend at least partially essentially in the circumferential direction with respect to the central axis.

An arrangement of contact surface areas in a plane perpendicular to the central axis is preferred.

It is particularly preferred that the first element can be positively coupled to the second element via the contact surface area, so that when the parking brake is applied, the first element is essentially non-rotatably coupled to the second element.

In this case, for example, a rotationally fixed coupling between the wheel and the frame is realized via a meshing arrangement which interlocks when the parking brake is applied. This toothing arrangement has, for example, an externally toothed and an internally toothed gearwheel, with the toothed Parking brake one of this gearwheels is rotatably coupled to the wheel and one of these gearwheels to the frame.

The toothing arrangement can also consist, for example, of more than two toothed wheels or toothed rings. For example, the toothing arrangement is designed such that when the parking brake is applied, a first gearwheel is coupled in a rotationally fixed manner to the wheel and a second gearwheel is coupled in a rotationally fixed manner to the frame, a switching ring which engages in these toothingings at the same time preventing a relative rotational mobility of these gearwheels.

It is also particularly preferred that the first and / or the second element has at least one profile elevation and the first and / or second element has at least one profile depression, wherein when the parking brake is applied, this at least one profile elevation engages n one profile depression so that the first opposite the second element rotatably coupled

According to a preferred further development of this embodiment, the profile recesses are conical or truncated cone-shaped, the corresponding profile recesses being essentially designed as a negative contour of these profile increases.

Hierdurcn can be quickly and easily realized a non-rotatable connection between the wheel and frame.

According to a particularly preferred embodiment of the invention, at least part of the first element having the first contact surface area and / or at least part of the second element having the second contact surface area is at least partially and / or at least temporarily axially movable with respect to the central axis. It is also particularly preferred that at least a region of at least one of these elements is arranged to be at least partially and / or at least temporarily radially movable with respect to the central axis.

It is preferred that at least a region of the first element having the first contact surface region and / or at least a region of the second element having the second contact surface region is arranged to be at least partially and / or at least temporarily movable in the circumferential direction with respect to the central axis.

It is also preferred that a transmission device is arranged between the switching device and the contact surface areas. This transmission device converts the signal introduced into the switching device into a manipulated variable at the contact surface areas.

This transmission device particularly preferably has at least one positive control device. This is realized, for example, in that a spring-loaded device, such as a spoke with a kinked end, rests on a surface profile. That this surface profiling element is rotatably arranged. When a corresponding rotational movement of this element is carried out, the spoke with its bent end region moves in the axial direction in accordance with the surface structure of the element present at the location of the spoke, so that the spoke shifts axially in accordance with the surface profile.

The (switching) signal which can be introduced into the switching device, preferably from the outside, can be of any type according to the invention. This — essentially any type — signal can be converted by the transmission device into a — preferably any type — control signal. The switching signal is, for example, a torque and / or a force which is essentially parallel to the central axis and / or a force which is substantially perpendicular to the central axis and / or a pivoting movement which can be carried out, for example, about an axis perpendicular to the central axis, and / or helical movement. This signal can be introduced, for example, as a tensile or compressive force. The signal is applied, for example, mechanically or pneumatically or hydraulically or electrically or electromechanically.

That from one of these signals - or a combination of these

Signals - existing switching signal is converted by the transmission device, for example, into a control signal, so that a force essentially parallel to the central axis and / or a force substantially perpendicular to the central axis and / or a torque and / or a with respect to the direction or Orientation changed moment and / or a change in direction or orientation force and / or at least partially in a radial direction extending to the central axis field.

Outside this control signal is - if it represents a force - for example a tensile or compressive force. The control signal is also, for example, of a mechanical or electrical or electromagnetic or pneumatic or hydraulic type.

It is also preferred that the transmission device has at least two axially displaceable, at least temporarily contacting elements with cone-like or tapered (blunt)-like surfaces for redirecting a direction of force. Such an arrangement encompassed by the transmission device enables, for example, a force aligned parallel to the central axis to be converted and / or deflected into a force aligned perpendicular to the central axis. With conical formation of these conical surfaces For example - especially if a cone-like outer ring is divided into several parts - a radial force field directed essentially in different radial directions can be generated from a force aligned parallel to the central axis.

According to a particularly preferred embodiment of the invention, the transmission device has a spring element for acting on the braking device in the closing and / or opening direction. Such a spring element enables the contact surface areas, which have shifted as a result of actuation of the switching device, to automatically shift back into their starting position when the switching device moves back. For example, the spring element is arranged or pretensioned in such a way that the contact surface areas shift into a closed position of the brake when the switching device is actuated and automatically move back into an open position of the brake when the switching movement is returned - or move back into their starting position . It is also particularly preferred that the transmission device has a plurality of essentially cylindrical segment-like shells which are loaded in a radially inward and / or radially outward orientation by a spring element arranged inside or outside of this shell arrangement. This makes it possible, for example, for these cylinder-segment-like shells to move outward under the action of a force directed radially outward and for them to shift back into their starting position under the action of the spring force after the force has been released.

It is also preferred that the transmission device has a cylinder element that is slotted at least at one peripheral point. For example, this is held in a substantially closed position under the force of a spring or an O-ring. In the radial direction against the spring applied force, the cylinder element expands so that the outer circumference is enlarged.

According to a preferred embodiment of the invention, the transmission device has at least one freewheel element; particularly preferably two counter-rotating freewheel elements. The parking brake device can be locked via these freewheel elements - particularly preferably in combination with the aforementioned slotted ring.

In a preferred embodiment of the invention, the switching device is at least partially designed as an eccentric device, for example as an eccentric shift fork. This eccentric device has, for example, an end region in which a bore is arranged. This hole is z. B. arranged such that its center is arranged substantially outside the longitudinal axis dividing the width dimension in the region of the bore into two equally large sections. It is also preferred that the distance between the center of the bore and the end of the switch that is closer in the longitudinal direction of the switching device deviates from at least one distance dimension that is essentially determined by the center of the bore and a lateral boundary of the switching device that is oriented essentially perpendicular to the longitudinal axis. The eccentric is preferably arranged in such a way that the eccentric bore is mounted in a first component essentially via a bolt and contacts a second component with an external contact surface. This second component is particularly preferably pressed against the switching device, for example in a spring-loaded manner. The switching device - which preferably has a continuous course in the end region, such as a circular or elliptical course - shifts the first component against the second component when a pivoting movement is carried out around the pin bearing. This allows for example, initiate an axial force m αie the transmission device.

It is also preferred that the switching device, such as a shift lever or an eccentric device, rotates essentially synchronously with the wheels when the parking brake is released and the rolling transport device, such as a wheelchair. This can prevent the user of the transport device from trying to apply the parking brake while driving.

It is further preferred that the transport device has a locking device for fixing the brake in at least one position.

According to a particularly preferred embodiment, the transport device also has a freewheel or a double freewheel.

The switching device and / or the hub and / or the axle and / or the switching ring and / or the threaded ring is preferably made of aluminum. Besonαers preferably smα also other components up to n all made of aluminum.

In all the developments and refinements of the invention described above, it may be possible for the braking device to be retrofitted on an essentially conventional hub. This has great advantages, since the user can retrofit the individual wheels as required.

The object is further achieved by a method according to the invention.

It is therefore provided according to the invention that, in a method for locking a transport device, the step of directly and / or indirectly generating an essentially rotationally fixed b between a frame and a hub at a location outside a tire and / or a rim. This connection is preferably produced within the hub.

According to a particularly preferred embodiment of the invention, a method for locking a transport device according to one of claims 1 to 39 is provided.

It should be pointed out that the interaction of the individual features according to the invention in any combination is preferred. In particular, the combinations of features disclosed by the independent claims are preferred, each omitting one or more features.

It should also be pointed out that the statements relating to all known arrangements, which do not relate to specific printed documents, are primarily known to the applicant or the inventor, so that the inventor reserves the right to protect them unless they also are known to the public.

It is obvious to the person skilled in the art that, in addition to the exemplary embodiments of the invention shown here, a large number of further modifications and designs are conceivable which are covered by the invention. The invention is not limited in particular to the embodiments shown here.

In the following, the invention will now be explained in more detail using exemplary, non-restrictive embodiments.

It shows:

Fig. 1 shows a first, exemplary embodiment of a wheelchair according to the invention with a braking device in partial view; Fig. 2 is a partially sectioned view taken along line 2-2 of Fig. 1;

Fig. 3 is a partially sectioned view taken along line 3-3 of Fig. 1;

4 shows the partially sectioned view according to FIG. 3 in a developed representation;

5 shows a second, exemplary embodiment of a wheelchair according to the invention with a braking device in partial view;

FIG. 6 is a partially sectioned side view along line 6-6 of FIG. 5;

7 shows a third, exemplary embodiment of a wheelchair according to the invention with a braking device in partial view;

Fig. 8 is a partially sectioned side view taken along line 8-8 of Fig. 7;

Fig. 9 is a partially sectioned view taken along line 9-9 of Fig. 8;

Fig. 10 is a partially sectioned view taken along line 10-10 of Fig. 9;

11 shows a fourth exemplary embodiment of a wheelchair according to the invention with a braking device in partial view;

12 shows a fifth embodiment of the hub under the braking device of a wheelchair according to the invention in the

Cut; 13 shows a sixth embodiment of the hub and the braking device of an inventive wheelchair in section; and

Fig. 14 shows a seventh embodiment of an inventive wheelchair with braking device in section.

1 shows a first embodiment of a wheelchair hub of the brake according to the invention.

According to the invention, an element is provided, such as an adapter 10, which is arranged such that it can rotate relative to a hub or a hub housing 12 when the parking brake is not applied. The hub shell 12 has two flange regions 14 that extend outward in a substantially radial direction, at the end regions of which a plurality of bores 16 are arranged distributed over the circumference. These holes are preferably used to accommodate spokes, not shown. Via these spokes, the hub shell 12 can be shaped with a fig, not shown, which also carries a tire, also not shown, for example a tire in the form of a jacket with air-filled cunning.

The adapter 10 is carried by a radially inner sleeve 18. The sleeve 18 is supported by a spring element 20 with respect to the axis 22 arranged inside the sleeve 18. Axial slipping out of the axis 22 or the sleeve 18 is prevented, for example, by a locking ring 24.

On the outer circumference of the adapter 10 - clamped between a region 26 of the adapter 10 or a fixing plate 28 and a nut 30 which can be screwed onto the outer circumference of the adapter 10, the non-illustrated frame of the wheelchair can be clamped essentially non-rotatably. Via a bearing arrangement 32, the adapter 10 or the sleeve 18 is - when not actuated Parking brake - arranged substantially rotatably relative to the hub shell 12.

In essentially axial direction, the hub shell 12 is pierced by at least one bore 34 with preferably different diameter ranges.

Extending through this bore 34 is an element, such as a spoke 36, which is fixed at one end by means of a threaded pin 38 in a guide nut 40 which is rotated relative to the hub housing 12 and is axially movable. At its other end, this spoke 36 extends in the direction of the Schaitemπcntung.

The angled end 42 of the spoke 36 contacts a surface profile 44 of the switching ring 46.

A compression spring device 48, which is arranged between the hub shell 12 and the guide nut 40, exerts a tensile force on the spoke 36, so that this spoke 36 essentially bears against the surface profile 44 of the switching ring 46. At its radially inner end, the guide nut 40 is screwed against a threaded ring 50. This threaded ring 50 has teeth 52 on its radially inner surface.

In the case of an axial adjustment of the spoke 36 or the guide nut 40 or the threaded ring 50, the toothing 52 slides over the toothing 54 of the adapter 10, so that the hub shell 12 is coupled in a substantially rotationally fixed manner to the housing or frame, not shown.

This axial movement, which locks the parking brake device, can be released via a rotary movement or the introduction of a torque, the rotary knob 56. The knob 56 is firmly connected to the switching ring 46 via a threaded device.

When the rotary knob 56 or the switching ring 46 is rotated with respect to the hub housing 12 about the central axis 58, the surface profile 46 is displaced with respect to the angled end 42 of the spoke 36. Since the switching ring 46 is essentially axially fixed, the angled part follows End 42 of the spoke 36 under the action of the spring force of the compression spring device 48 essentially the surface profile 44 of the switching ring 46. This is matched to the switching process of the teeth 52 and 54.

FIG. 2 shows a view of the guide nut 40 in a representation along the line 2-2 from FIG. 1.

From this view it can be seen that the flattened areas 60 of the guide nut 40, which is otherwise circular in the radially outer area, prevent rotation relative to the hub housing 12.

FIG. 3 shows the switching ring 46 along the line 3-3 from FIG. 1.

This view illustrates the surface profile 44 of the switching ring 46.

The spoke 36, not shown here, is along the surface profiling 44 of the switching ring 46 between a first extreme position 72, in which the locking device is essentially maximally open, and a second extreme position 74, in which the locking device is essentially maximally closed, slidable.

Figure 4 shows the surface profile 44 of the switching ring 46 in a developed form. It can be seen from this that preferably se the surface profile has a first area 80 for receiving a first spoke and a second area 82 for receiving a second spoke 36. A depression for locking the spoke 36 is preferably provided in the first extreme position.

Figure 5 shows a second exemplary embodiment of the invention.

A first freewheel 100 and a second freewheel 102 are arranged within the hub housing 12.

These freewheels 100, 102 are switched in opposite directions.

In the event of radial force application or force application by a radial force field that can be generated via the slotted double cone element 104, the first cone element 106 or the feather key 108, the element 110, between the hub housing 12 and the freewheels 100, 102 Driver sleeve 112 and the adapter 10 or the nut 30 or the fixing plate 28 produce a rotationally fixed connection between the hub housing 12 and the frame or housing, not shown.

The double-cone element 104 is essentially cylindrical and has a continuous slot at one point on its outer circumference, so that it can be spring-loaded to the outside. Spring elements extend in the circumferential direction of the double-cone element and are designed, for example, as O-rings 114. These O-rings 114 hold the slotted double cone element in a substantially closed basic position, so that the outer circumference of the double cone element 104 has an essentially minimal diameter. When the second cone element 116 is axially displaced against the first cone element 106, the double cone element moves outward in a substantially radial direction or expands against the force exerted by the O-rings 114 on the double cone element outward. Hereby, the previously addressed locking position of the parking brake is assumed.

The axial adjustment of the second cone element 116 is realized by means of the rotary element 118, which is coupled to the second cone element via gripping arms 120 in a rotationally fixed manner.

The rotary element 118 is mounted opposite the hub housing 12 via a thread. According to this thread, a helical movement is exerted on the second cone element 116 when the rotating element 118 is rotated relative to the hub housing 112.

To adjust the rotating element 118, a switching element 122 is coupled to it.

According to a first embodiment of this switching element, this represents a switching fork which is essentially fixedly coupled to the rotating element 118 and to which a torque directed around the central axis 58 can be exerted from the outside.

According to a second embodiment of this switching element 122, the switching element is designed as an eccentric device. The eccentric element, which is designed as a shift fork, for example, is eccentrically mounted at the respective ends, a surface of the eccentric element abutting the second cone element 116. When the eccentric element is rotated about the axis 124, the distance between the bearing center of the eccentric element and the second cone element changes, so that an axial movement is exerted on the rotary element 118 which follows the thread arranged between the rotary element 118 and the hub housing 12 and thus moves helically exerts an axial component on the second cone element.

FIG. 6 shows a sectional view along the line 6-6 from FIG. 5. An exemplary arrangement of the switching element 122 can be seen here.

FIG. 7 shows a third exemplary embodiment of the invention.

The shift rod 140 penetrating the bore 34 has a conical end 142 at one end and contacts an end region of the eccentric shift fork 144 at its other end. A pressure spring element 48 arranged in the axial direction between the hub shell 12 and the shift rod 140 is used the shift linkage 140 is printed in the direction of the cone-shaped end 142.

To accommodate this conical end 142, openings 146 extending over the circumference are arranged on the adapter 10. These openings 146 are essentially conical, the conical inclination essentially corresponding to the conical inclination of the conical end 142.

The other end of the shift linkage engages in the eccentric shift fork via a bolt 148. The pin axis essentially forms the axis of rotation of the eccentric shift fork.

The eccentric shift fork 14 is essentially braced against the hub shell 12. In a first switching position, the essentially circular eccentric end is arranged such that the spacing between the axis of the bolt 148 and the hub shell 12 is essentially small. In this switching position, the conical end 142 engages in the opening 146, so that a rotational movement between the hub shell 12 and the housing or frame (not shown) is substantially prevented.

In a second eccentric position, the spacing between the axis of the bolt 148 and the hub shell 12 is essentially Chen larger, so that the shift linkage 140 is moved against the action of the compression spring device 48 substantially in the direction of the bolt 148. In this position, the conical end 142 does not engage in the opening 146, so that the pulley device is essentially in an unlocked, ie not locked, position.

FIG. 8 shows a sectional illustration along the line 8-8 from FIG. 7.

The position of the eccentric shift fork 144 can be seen here.

FIG. 9 shows a sectional illustration along the line 9-9 from FIG. 8.

It can be seen from this illustration that the bore 170 for receiving the bolt 148 is arranged essentially eccentrically in the eccentric shift fork.

FIG. 10 shows a sectional illustration along the line 10-10 from FIG. 9.

This view shows - in an enlarged form - a part 180 of a locking device which is enclosed by the eccentric shift fork.

This locking device enables the switching device to be secured in a locked braking position or in a released position, so that this position is maintained even in the event of any vibrations which can be attributed, for example, to a movement of the wheelchair.

Figure 11 shows a fourth embodiment of the invention.

The axis 22 of the wheelchair is rotatably supported relative to the hub shell 12 via the position arrangement 32. The hub shell 12 is connected in a rotationally fixed manner to a second intermediate device, which is designed here as a second intermediate plate 200. The second intermediate plate has openings 202. These openings are preferably conical and serve to receive the conical end 142 of the shift linkage 140 in a locked position of the parking brake. The shift linkage 140 is guided in an opening 204 of the first intermediate sleeve 206 encompassed by the first intermediate device and is supported against this first intermediate sleeve via a compression spring element 48. The end of the shift linkage 140 facing away from the conical end 142 serves to receive a switching element, via which the braking or locking process of the braking device or locking device can be emitted.

The first intermediate sleeve 206 is rotatably coupled to the first intermediate plate 208, which is also comprised by the first intermediate device. This first intermediate plate is in turn - in this case via the shoulder 210 of the axle 22 and the nut 212 screwed on the axle 22 - clamped in a rotationally fixed manner with the axle 22.

The first intermediate plate is encompassed, for example, by the frame of the wheelchair, which is otherwise not shown. However, it can also represent a separate element that is not directly encompassed by the frame.

In Fig. 12 is a fifth embodiment of the hub and the

Brake device of the invention shown in section. Concentrically in the hub shell 12, a hollow sleeve 18 is mounted via ball bearings 32, with an axis 22 being arranged.

As in the previously described embodiments, a spring element 20 is arranged on the axis 22, and the axis 22 is axially slipped out by a locking ring 24 and Prevents balls 306 arranged on the left side (according to the orientation of FIG. 12).

A nut 30 is screwed onto the adapter 310 and a first intermediate plate 308 is clamped between a radial thickening of the adapter 310 and the nut 30. The first intermediate plate 308 can be part of the wheelchair frame or can be firmly connected to the wheelchair frame.

The hub shell 12 also has two annular flanges 14 which are provided with bores 16 for receiving spokes. Furthermore, four bores 316 are arranged in the hub shell on the left hub flange (according to the orientation of FIG. 12), on the side on which the hub sleeve protrudes from the hub. The four bores 316 are aligned parallel to the central axis 58 and are preferably distributed uniformly on the hub shell in the circumferential direction.

A second intermediate plate 300 is arranged on the left-hand side of the hub housing and is screwed to the bores 316 in the hub housing by means of four screws 326.

The second intermediate plate 300 has a plurality of conical or conical openings on its circumference, into which the conical ends 313 of the switching device can protrude.

A pull cable 317 surrounded by a cable sheath 318 leads to the switching device 336, which is arranged at a second opening in the intermediate plate 308.

The switching device 336 has a sleeve 312, which has a region 312b with a larger diameter at one end and a section 312a with an external thread at the other end. The sleeve 312 is inserted with the threaded side 312a through the opening of the plate 308, so that the region 312b with a larger diameter lies directly against the plate 308 and in Part of the area 312a with external thread protrudes on the left side.

On the left side of the intermediate plate 308, a spacer sleeve 315 is pushed onto the sleeve 312, which is fixed on the sleeve 312 by a nut 310.

Inside the partially hollow sleeve 312, the pull cable is inserted into the sleeve from the left side and leads to the right end of the sleeve to the brake pin or conical end 313. The axial position of the brake pin 313 can be adjusted via a threaded pin 319. Analogous to the previously described embodiments, a spring 314 is provided in the switching device.

FIG. 13 shows a further embodiment which differs from the embodiment shown in FIG. 12 in particular by the dimensions of the switching device 336.

14 shows a further embodiment of the invention. Analogous to the previously described embodiments, this embodiment also has an axis 22, a sleeve 18, which is arranged concentrically thereto, and a spring 20 arranged between the two. The hub sleeve 412 is rotatably mounted with respect to the hub axle via ball bearings 32.

The mode of operation of the switching device 336 corresponds to the mode of operation of the switching device which has been described in detail with reference to FIG. 12, and a description can therefore be omitted here.

In contrast to the previously described embodiments, the hub according to the embodiment according to FIG. 14 has different flanges 414a and 414b on each side of the hub shell, which differ both in terms of the shape and the shape Differentiate dimensions. On the left side (orientation according to FIG. 14), that is to say on the side on which the hub axle 22 and the sleeve 18 protrude from the hub housing, the hub flange 414b is arranged, which projects radially further to the outside than the one on the right side Hub flange 414a.

The profile of the hub flange 414b extends steeply outwards, as seen from the center of the hub, until it reaches its maximum radial extent, from there slightly more than the ball bearing width parallel to the hub axis and then drops again steeply to the hub axis, ends however, seen at a distance smaller than the width of the ball bearing from the maximum radial distance. This creates a ring ozw. disc-shaped free space 421 in the left hub flange 414b.

On the circumference with the maximum diameter of the left hub flange 414b, holes 416b are arranged, which are aligned essentially perpendicular to the hub axis. However, these bores 416b can also be aligned at an angle of up to 10 ° with respect to a plane perpendicular to the hub axis 58.

The holes 416b are used to receive spokes to which the rim is attached. Such an arrangement, in which the spoke punches are oriented approximately perpendicular to the hub axis, is also called "straight pull". The particular advantage of such an arrangement as described here is that (even when using conventional spokes) the spokes undergo a deflection when they are stored, which reliably and effectively prevents twisting of the spokes in the spoke holes during operation, so that conventional ones or round spokes can be used. In contrast, z. B. polygon-shaped spokes are used to prevent twisting or even loose αer spokes. A particular advantage of this alignment of the bores or holes 416b with respect to the hub axis 58 is that the spokes are already bent during assembly and this creates a tension in the spoke which prevents the spokes from rotating in the holes.

In the embodiment shown, 3 spokes are used per hub side or hub flange, but up to 50 spokes can also be used.

The right hub flange 414a, which also has holes for spokes 416a, is arranged on the right side of the hub. On the right side, a hub end element 420, which is sometimes also called a push button, closes off the hub shell. The hub end element 420 is preferably made of aluminum and is screwed onto the axle.

Reference list

Adapter hub or hub housing flange of 12 holes in 12 sleeves spring element axis locking ring area of 10 fixing plate nut bearing arrangement hole storage grub screw guide nuts angled end of 36 surface profiling of 46 switching ring compression spring device threaded ring toothing of 50 toothing of 10 rotary knob flattening first extreme position of 44 second extreme position of 44 first area of 44 second area of 44 deepening 100 first freewheel

102 second freewheel

104 double cone element

106 first cone element 108 key

110 element

112 drive sleeve

114 O-ring

116 second cone element 118 rotary element

120 gripper arm

122 switching element

124 axis

140 shift linkage 142 conical end of 140

144 eccentric shift fork

146 opening of 10

148 bolts

170 hole in 144 180 locking device

200 second intermediate plate

202 opening in 200

204 opening in 206

206 first intermediate sleeve 208 first intermediate plate

210 paragraph of 22

212 mother

300 second intermediate plate

302 opening 306 bullet

308 first intermediate plate

309 mother

310 adapter 312 sleeve 313 brake pin 314 spring

315 sleeve

316 hole

317 pull cable 318 cable sleeve 319 grub screw 336 switching device 412 hub housing 414a flange 414b flange 416a bore 416b bore

420 hub closure element

421 free space

Claims

Expectations

1. Transport device for body with

- At least one rack device

- At least one receiving device for receiving a body, the receiving device being supported directly and / or indirectly against the frame device;

- at least two wheels, which are at least temporarily movable relative to the frame device, a hub (12) being arranged on at least one of these wheels in the essentially radially inner region, which is movable at least temporarily with respect to the frame;

- at least one axis (22) which extends essentially concentrically around a central axis (58) and is at least partially arranged within the hub (12), the hub (12) at least partially essentially concentrically around the axis (22) is arranged around;

- In each case at least one tire extending in the circumferential direction around a wheel in each case, at least one of these tires having a flexibility;

- at least one braking device;

- At least one switching device (56, 122, 144) for receiving a signal by means of which a braking and / or locking process can be initiated or ended;

in which

- The braking force of the braking device is essentially independent of the flexibility of the tires.

2. Transport device according to claim 1, characterized in that the transport device is a wheelchair.

3. Transport device according to one of the preceding claims, characterized in that the braking device has at least one parking brake device or is a parking brake device.

4. Transport device according to one of the preceding claims, characterized in that at least one tire is an air-filled tire and the braking force exerted by the braking device and / or parking brake device is substantially independent of the tire pressure and / or the air pressure in the tire.

5. Transport device according to one of the preceding claims, characterized in that the braking device has at least one first contact surface area, which is at least temporarily connected to at least one wheel with respect to the central axis (58) substantially in a rotationally fixed manner, and at least one second contact surface area, which is connected to the frame with respect to the central axis (58) at least at times essentially in a rotationally fixed manner, these regions being at least partially essentially firmly coupled to one another when the brake is actuated.

6. Transport device according to claim 5, characterized in that the contact surface areas are arranged outside the tire.

7. Transport device according to one of claims 5 and 6, characterized in that at least one tire has a rim and the contact surface areas are arranged outside the rim. -, -

8. Transport device according to one of the preceding claims, characterized in that the braking device and / or parking brake device and / or the contact surface areas is at least partially arranged within the hub (12).

9. Transport device according to one of the preceding claims, characterized in that the braking device and / or parking brake device and / or the contact surface areas are at least partially arranged within a cylindrical see area, the diameter and location of which by the radially maximum outer contour of the hub (12th ) is determined.

10. Transport device according to one of the preceding claims, characterized in that the braking device and / or parking brake device and / or the contact surface areas at least partially directly between the axis (22) and / or with the axis (22) with respect to the central axis (58) the first intermediate device (206, 208) and the hub (12) and / or a second intermediate device (200) connected to the hub (12) with respect to the central axis (58) at least at times essentially non-rotatably is connected at least temporarily, the second intermediate device (200) essentially adjoining the hub (12) in the axial direction.

11. Transport device according to claim 10, characterized in that at least one contact surface area on the hub (12) and / or the second intermediate device (200) and at least one contact surface area on the axis (22) and / or the first intermediate device (206, 208) is arranged. if

12. Transport device according to one of the preceding claims, characterized in that the braking device and / or parking brake device and / or the contact surface areas in the axial direction is at least partially arranged outside the hub (12).

13. Transport device according to one of the preceding claims, characterized in that the first contact area is arranged on at least one first element and the second contact area is arranged on at least a second element different from the first, the first with the second element at least over regions the contact area can essentially be frictionally coupled, so that the first element is coupled in a rotationally fixed manner to the second element when the parking brake is applied.

14. Transport device according to claim 13, characterized in that the contact surface areas each extend at least partially on a conical or frustoconical inner and / or outer surface.

15. Transport device according to one of claims 13 and 14, characterized in that the contact surface areas extend at least partially essentially in the circumferential direction with respect to the central axis (58).

16. Transport device according to one of claims 13 to 15, characterized in that the contact surface areas each extend at least partially substantially in a plane perpendicular to the central axis (58).

17. Transport device according to one of the preceding claims, characterized gekennzeicnnet that the first contact area is arranged on at least a first element and the second contact area on at least one the second element, which is different from the first, is arranged, the first element being able to be coupled essentially positively to the second element at least over regions of the contact surface regions, so that the first element is coupled in a substantially rotationally fixed manner to the second element when the parking brake is applied.

18. Transport device according to claim 17, characterized in that the contact surface areas each extend at least partially on an internally and / or externally toothed surface, so that the frame with the wheel directly and / or indirectly with the parking brake applied via a toothing arrangement (52, 54 ) is essentially non-rotatably coupled.

19. Transport device according to one of claims 17 and 18, characterized in that the first and / or second contact surface areas extend at least partially substantially on a profile increase of the first and / or second element and / or the first and / or second contact surface areas at least partially extend essentially on a profile recess of the first and / or second element, so that the frame with the wheel directly and / or indirectly when the parking brake is applied via at least one profile elevation engaging in at least one profile recess via a toothing arrangement (52, 54 ) is essentially non-rotatably coupled.

20. Transport device according to claim 19, characterized in that the profile elevations are at least partially conical or frustoconical and the profile recesses are each at least partially designed as a negative contour of the profile elevations.

21. Transport device according to one of the preceding claims, characterized in that at least e at least part of the first contact surface area having first element and / or at least e at least part of the second contact surface area having second element with respect to the central axis (58) at least partially and / or is at least temporarily axially movable.

22. Transport device according to one of the preceding claims, characterized in that at least some of the first element having at least part of the first contact surface area and / or at least some second element having at least part of the second contact area region with respect to the central axis (58) / or is at least temporarily radially movable.

23. Transport device according to one of the preceding claims, characterized in that at least a first element having at least a part of the first contact area region and / or at least e at least one

Part of the second contact surface area has a second element that is at least partially and / or at least temporarily movable in the circumferential direction with respect to the central axis (58).

24. Transport device according to one of the preceding claims, characterized by a transmission device for converting and / or transmitting the signal initiated in the switching device (56, 122, 144) with the control signal at the contact surface areas.

25. Transport device according to Claim 24, characterized in that the transmission device has at least one positive control device (36, 46, 48).

26. Transport device according to one of claims 24 and 25, characterized in that the switching device (56, 122, 144) initiates a signal from the transmission device which is essentially a torque and / or essentially parallel to the central axis (58) Force and / or a force substantially perpendicular to the central axis (58) and / or a swiveling movement and / or a helical movement can be converted into an actuating signal, or essentially a force and / or essentially parallel to the central axis (58) a force that is essentially perpendicular to the central axis (58) and / or a torque and / or a torque that is changed with respect to the direction or orientation and / or a force that changes with respect to the direction or orientation and / or that is at least partially m to the central axis ( 58) has a radial force field.

27. Transport device according to one of claims 24 to 26, characterized in that the transmission device has at least two axially displaceable, at least temporarily contacting elements (104, 106, 116) with cone-like surfaces for redirecting a direction of force.

28. Transport device according to one of claims 24 to 27, characterized in that the transmission device has at least one spring element (48) for acting on the braking device in the direction of closing and / or at least one spring element (48) for acting on the braking device in the open direction.

29. Transport device according to one of claims 24 to 28, characterized in that the transmission device has at least two cylinder-segment-like shells for generating a radially directed force field.

30. Transport device according to one of the preceding claims, characterized in that the transmission device has at least one cylinder element for generating a radially directed force field, the cylinder element in its jacket - for example parallel to the central axis (58) - being slotted.

31. Transport device according to one of claims 29 and 30, characterized in that a unit consisting of at least two cylindrical segment-like shells and / or the slotted cylinder derelement of at least one spring element extending in the circumferential direction and essentially radially inside and / or lying outside ( 114) is loaded radially.

32. Transport device according to one of the preceding claims, characterized in that the transmission device comprises at least one freewheel element (100, 102) and / or comprises at least the first and / or at least the second contact surface area of at least one freewheel element (100, 102) are.

33. Transport device according to claim 32, characterized in that the transmission device comprises at least two freewheel elements (100, 102) and / or at least the first and / or at least the second contact surface area of at least one of two freewheel elements (100, 102), wherein the Block the freewheel elements (100, 102) when the parking brake is applied, a relative rotary movement between the frame and the wheels.

34. Transport device according to claim 33, characterized in that the two freewheel elements (100, 102) are connected in opposite directions.

35. Transport device according to one of claims 32 to 34, characterized in that the free-wheeling elements (100, 102) can be switched into a braking position via radial and / or radial force field-like action and are essentially in a relative rotary movement between the frame and the wheels with radial force relief .

36. Transport device according to one of the preceding claims, characterized in that the parking brake of a Bowden cable and / or a rotary knob (56) and / or a shift lever (122) and / or an eccentric device (144) is switchable.

37. Transport device according to claim 36, characterized in that the eccentric device (144) has at least one end region essentially facing the transmission device, which is rounded and has a bore (170) for receiving a bearing pin (148), the bore (170) being asymmetrical to the longitudinal axis pointing away from the end region and / or at a distance from the end which differs from at least one distance from the lateral boundary, this distance extending in a direction perpendicular to the longitudinal axis and the bore axis, so that the eccentric device ( 144) the axial position of an element of the transmission device adjoining this eccentric device (144) can be set as a function of the position of the eccentric device (144).

38. Transport device according to one of the preceding claims, characterized in that the switching device (56, 122, 144) essentially follows the rotational movement of the wheels when the parking brake is released and the transport device is rolling.

39. Transport device according to one of the preceding claims, characterized by at least one locking device (180) for fixing at least one braking position.

40. A method of locking a transport device, such as a wheelchair, comprising the step of: directly and / or indirectly creating a substantially rotationally fixed connection between a frame and a hub (12) at a location outside a tire and / or a rim.

41. The method according to claim 35 with the step: generating a positive and / or non-positive and / or frictional connection and / or actuation of at least one freewheel element (100, 102) for locking the parking brake device

Transport device.