EP2357028A1 - Eddy current brake for a toboggan which is guided along the path and a toboggan run with such an eddy current brake - Google Patents

Abstract

The toboggan run has a guide for a toboggan (2) moved down the run under the force of gravity, with selective braking for reducing the toboggan velocity, the run having a least one automatic braking zone (40) for cooperation with toboggan braking devices (10) dependent on the toboggan velocity.

Description

The invention relates to an eddy current brake for a guided on a track sled and on a toboggan run laid near the ground, sloping guide for a staffable with at least one sled, which is driven on the toboggan run by gravity and arbitrary about one of this person operable brake, which allows to keep the speed of the carriage below the maximum achievable web speed.

Such toboggan runs, also called summer toboggan runs, are often in use, a description is also in the DE 30 17 921 C2 , Characteristic of such toboggan runs is that the driver can regulate the speed of the sled to his own liking by braking. There will therefore be drivers who drive through the train as quickly as possible, but also those who drive rather slow, because they are interested in a contemplative ride. Previous tracks are only provided in the outlet with a brake acting independently of the driver. As a rule, the carriage slides in the outlet on a so-called brake band, which runs at a low speed in the direction of travel. The frictional forces acting on the brake band as it slides on decelerate the carriage to the speed of the belt, which is adjusted to allow the driver to leave the carriage in the exit zone. After exiting the brake band serves as a conveyor belt, on the now empty carriage is moved to a removal station or in a starting position.

Although the operators take care that the carriages are placed on the track at a suitable distance, it is possible that the carriages are approaching strongly during the journey because of the individual driving style of the individual users. In particular, just before the spout, it often happens that a faster vehicle runs on a slower preceding vehicle. In addition, it is repeatedly observed that brisk drivers drive at high speed on the brake band, so that the slide with the driver over the intended exit zone slips out.

Furthermore, the leadership of the track is often interpreted so that it represents a certain challenge even for ambitious drivers. In such an embodiment, it may be useful to reduce the speed before sections of the train, which require a certain amount of practice for driving, regardless of the driver.

The invention is thus based on the problem of making a toboggan run of the type mentioned safer passable, although the play and sports enthusiasm of the user should not be restricted.

The invention is achieved with an eddy current brake according to claim 10. The invention is further achieved with a toboggan run according to claim 1, wherein the toboggan run has at least one braking zone with a speed-automatically operating, acting on the carriage braking device.

Speed selective in this context means that sledges that are at a reasonable speed retract into the braking zone, are not or only slightly braked, while sledges having an unadjusted speed undergo a braking, which - depending on how much the actual speed deviates from the appropriate - can also be significant.

A first step in achieving speed selectivity is to use a brake that is speed-dependent because of its mode of action. This may be z. B. - which will be explained in more detail below - act to a eddy current brake.

However, it can also be used brakes whose operation is not or only slightly dependent on speed, such. B. a friction brake. In this case, the braking device must have an external setting with which the parameters determining the braking effect can be changed. Of course, such adjustability can also be provided in the case of a brake, the braking effect of which is in principle speed-dependent. In cases where the braking effect should be externally adjustable, the speed of the vehicle must be determined. For this purpose, a speed sensor is provided at least at the beginning of the braking zone. Depending on the speed determined there or in dependence on the difference to a predetermined value, the braking effect is triggered automatically.

As already indicated above, such a speed-selective brake can be realized in several ways. One possibility is that the brake is an eddy current brake. Such a brake has the advantage that because of their effect already one Speed selectivity is given. Such eddy current brakes are known and z. B. used in so-called amusement devices in which free-falling passenger carriers reach a high speed. Such a device with a eddy current brake is z. B. in the DE 295 06 374 U1 described. In this device, however, the driver or user of the device can not influence the speed, so that when entering the passenger carrier in a braking zone is always the same speed.

In a toboggan run of the type mentioned above, in which the driver can influence the speed of the carriage, so far an eddy current brake has not been used. The inventor has recognized that by the operation of an eddy current brake, a selection of the sled can be made in terms of their speed. Slow sledges are not or only slightly slowed down, while fast sledges experience a significant speed change. In this way, rear-end collisions, in particular in front of the run-out zone of the web, can be avoided.

When using an eddy current brake in a summer toboggan run, the following problem must also be considered: the guidance of the track and the carriages themselves have a certain elasticity and flexibility, so that a carriage occupied by heavy persons deflects more than one with only a light one Person occupied sled. In addition, centrifugal forces occurring during the ride can lead to a deflection of the carriage, which in turn has the consequence that the spatial arrangement of the secondary and primary part of the eddy current brake changes from time to time, which in turn has an influence on the respectively acting braking deceleration. In a summer toboggan run is therefore to ensure that despite a bending of the carriage, the braking effect is always the same. This can be achieved in that the part of the eddy current brake, which is connected to the carriage, is floatingly mounted there, ie, in particular, is displaceably held in the vertical direction, and is supported on corresponding guides in the direction of travel. The part held on the slide is now either held on the other part or on a separate, rigidly laid guide, so that the spatial allocation of primary and secondary parts always remains the same and thus does not change the braking effect.

As already mentioned above, it may be necessary to adjust the actual braking effect better to the speed even with a brake that already operates speed-dependent because of its principle of action, the braking effect of an eddy current brake is essentially determined by the size the air gap between the secondary part and the primary part and from the overlap of primary and secondary parts. Another adapted to the speed change of the braking effect can be achieved, that the air gap or the overlap are selectively changed. A conceivable solution is z. B. for a U-shaped primary part, that the two sections of the primary part, which form the legs of the U, are movable apart, whereby the air gap is increased. It would also be conceivable that the secondary part, which runs in the U-shaped primary part, there dives more or less strongly, so the position of the guide for the secondary part with respect to the primary part is variable, whereby the coverage is varied.

With regard to the braking effect, it is of course irrelevant whether the secondary or the primary part is attached to the carriage. It has been shown that advantageously the primary part, so the permanent magnets, is attached to the toboggan run, while the secondary part, so the part in which the currents are induced, is held on the carriage. If the magnets were attached to the carriage, then the handling of the carriage would be a bit problematic because the permanent magnets also attract other ferromagnetic parts.

Regardless of which brake device is used in detail, a braking zone must be provided in each case before the run of the toboggan run. In the first place, rear-end collisions are to be expected, above all because over the length of the toboggan run faster sledges had the necessary time to catch up with a slow, preceding carriage. In addition, it can frequently be observed that persons driving carefully slow down the sled just in front of the run-off zone because they are uncertain about the behavior of the carriage in the run-off zone.

Generally, however, it can be thought to arrange the braking zone before critical sections of the toboggan run - as already explained in more detail above.

In the run-off zone, a further braking device may be provided which automatically decelerates the slide from a speed which allows the person riding the slide to get out. This is typically a brake band on which the slide slides on skids and is delayed. It also serves as a conveyor belt to drive the vehicle to a removal station.

The use of an eddy current brake for speed-selective deceleration of the carriages can be further improved Theoretically, a speed selection should be established with such a brake, since the induced eddy currents are greater, the faster the secondary part moves relative to the primary part. The effect is actually not strong. If one chooses a low overlap or coupling of the primary part and the secondary part, the induced eddy current is too weak, so that fast carriages are not sufficiently braked in the braking zone. If one chooses the overlap too large, then slow sledges, which need not be braked, practically brought to a standstill. The solution described above therefore provides to vary the air gap between the primary and secondary parts as a function of the speed at which the carriage enters the braking zone: the measurement and control expense for this, however, is considerable.

The invention is therefore also based on the object to improve the inherent speed-selective effect of an eddy current brake.

Accordingly, the eddy current brake has a primary magnetic part and an electrically conductive secondary part, wherein both parts overlap in the braking zone, so that by the induced eddy current, a braking force acting on the carriage is formed, and that the parts to change the overlap by means of a mechanism are mutually displaceable, is set up so that due to the braking forces acting in the braking zone between the primary part and the secondary part, the coverage increases when passing through the braking zone.

This creates a kind of self-reinforcing: The carriage moves into the braking zone, the primary and secondary parts initially having a low overlap, so that initially only low braking forces occur. At the same time, however, these cause the overlap to be increased, so that the braking forces increase when passing through the braking zone.

If a slower slide engages, the initial forces will not be sufficient to significantly increase the overlap, leaving the braking force at a low level.

A fast slide initially generates a slightly greater braking force, which is initially not sufficient to delay this significantly. However, the generated braking force is sufficient to produce an increase in the overlap, so that the braking forces are rapidly increasing when driving through the braking zone and at the end of the braking zone, a significant reduction in speed of the fast carriage has been achieved.

To more clearly differentiate between slow and fast carriages, the mechanism provides a limit to the transmitted braking force below which no enlargement of the overlap is effected.

The easiest way to change the overlap is achieved in that the part mounted on the carriage is mounted displaceably in the vertical direction relative to the carriage.

One mechanism by which the above-described effect is achieved is that the part mounted on the carriage is suspended in pendulum fashion and held by a tension spring in an upper position where there is little overlap with the other part.

The braking forces act on the carriage-mounted member against the direction of travel and cause it to be pivoted against the force of the tension spring from the upper position to a lower position corresponding more to the equilibrium position of the swinging suspension. Such a pendulum can be easily realized. By choosing the spring strength of the self-reinforcing degree can be determined. A certain preload of the tension spring determines the speed at which the self-energizing begins.

Preferably, the part mounted on the slide is attached to a hanging in the direction of travel forward aligned Pandelstange hanging on the carriage.

Although it does not matter for the described effect whether the primary or the secondary part is stationary; an arrangement in which the pendulum suspended on the carriage part is the secondary part of the eddy current brake and the primary part of the eddy current brake is a U-shaped rail with a gap for receiving the flat-shaped secondary part, but can be realized most easily. The overlap and thus the braking effect is thereby greater, the deeper the secondary part dips into the gap.

• Eine erste Lösung sieht vor, die Kraft der ausgelenkten Zugfeder so einzustellen, dass die bei einer bestimmten Geschwindigkeit von der wirbelstrombremse erzeugten Bremskräfte auch bei maximaler Überdeckung nicht mehr ausreichen, das Sekundärteil in der erreichten unteren Position zu halten, so dass die Überdeckung wieder abnimmt, wodurch die Bremskräfte noch kleiner werden und das Sekundärteil beschleunigt in die obere Position zurückgezogen wird. Bis zum Ende der Bremszone wird dann nur noch eine minimale Bremskraft ausgeübt, mit der die Geschwindigkeit nur noch wenig geändert wird, so dass die bestimmte Geschwindigkeit die Endgeschwindigkeit ist.
• Eine zweite Möglichkeit besteht darin, die Bremszone in mehrere Abschnitte zu unterteilen, das Primärteil also in gewissen Abständen mit Unterbrechungen zu versehen. Wenn das Sekundärteil eine solche Unterbrechung durchläuft, wird kurzzeitig keine Bremskraft ausgeübt, so dass das Sekundärteil von der Zugfeder wieder nach oben gezogen wird. Beim Einfahren in den nächsten Abschnitt liegt damit wieder eine minimale Überdeckung vor, so dass die Bremskraft erneut aufgebaut werden muss. Ist bis dahin aber der Schlitten schon so langsam geworden, dass die bei minimaler Überdeckung wirkenden Bremskräfte nicht mehr in der Lage sind, die Überdeckung zu vergrößern, so bleibt es bei der minimalen Bremskraft, bis das Ende der Bremszone erreicht ist.

The final speed to be achieved in a braking zone can be set in two ways:

• A first solution provides to adjust the force of the deflected tension spring so that the braking forces generated by the eddy current brake at a certain speed are no longer sufficient, even at maximum overlap, to keep the secondary part in the lower position achieved, so that the overlap decreases again, whereby the braking forces are even smaller and the abutment accelerates to the upper position. Until the end of the braking zone, only a minimal braking force is exerted, with which the speed is only slightly changed, so that the determined speed is the final speed.
• A second possibility is to divide the braking zone into several sections, so to provide the primary part at intervals with interruptions. If the secondary part undergoes such an interruption, no braking force is exerted for a short time, so that the secondary part is pulled back upwards by the tension spring. When retracting to the next section, there is again a minimal overlap, so that the braking force has to be rebuilt. But until then, the slide has become so slow that the braking forces acting at minimum coverage are no longer able to increase the coverage, it remains at the minimum braking force until the end of the braking zone is reached.

Fig. 1

eine Rodelbahn mit einer Wirbelstrombremse in einer ersten Bauart,

Fig.2

eine Rodelbahn mit einer Wirbelstrombremse einer zweiten Bauart,

Fig.3

eine schematische Darstellung einer Bahn mit einer elektromagnetisch betätigbaren Bremse,

Fig.4

eine Rodelbahn mit Reibrädern,

Fig.5

eine Detaildarstellung des Antriebs der Reibräder,

Fig. 6

eine schematische Darstellung des Geschwindigkeitsverlaufs in einer Bremszone,

Fig.7

eine Rodelbahn mit einer Wirbelstrombremse einer weiteren Bauart,

Fig. 8a + Fig.8b

die Rodelbahn mit einer Wirbelstrombremse nach Fig.7 jeweils in einer Seitenansicht,

Fig.9

eine Anordnung von externen Bremsen in einer Bremszone.

zunächst wird auf die Figuren 1 und 2 Bezug genommen. Diese Figuren zeigen im Querschnitt jeweils eine Sommerrodelbahn, wobei in der Figur 1 ein auf Stangen 1 geführtter Schlitten 2 dargestellt ist. Figur 2 zeigt demgegenüber eine Ausführung, bei der der Schlitten 2 in einer Rinne 4 geführt ist. Der Schlitten 2 besteht aus einer Grundschale 3, an deren untere Seite mehrere, auf den Stangen 1 bzw. in der Rinne 4 laufende Rollen 5 drehbar angeordnet sind. Die Stangen sind über eine Vielzahl von Ständer 6 auf einem Hang 7 verankert.In the following, the invention with reference to several embodiments, shown in nine figures, will be explained in more detail. Show this

Fig. 1

a toboggan run with an eddy current brake in a first design,

Fig.2

a toboggan run with an eddy current brake of a second type,

Figure 3

a schematic representation of a web with an electromagnetically actuated brake,

Figure 4

a toboggan run with friction bikes,

Figure 5

a detailed representation of the drive of the friction wheels,

Fig. 6

a schematic representation of the velocity profile in a braking zone,

Figure 7

a toboggan run with an eddy current brake of a further type,

Fig. 8a + Fig.8b

the toboggan run with an eddy current brake Figure 7 each in a side view,

Figure 9

an arrangement of external brakes in a braking zone.

First, it will be on the Figures 1 and 2 Referenced. These figures show in cross section in each case a summer toboggan run, wherein in the FIG. 1 a guided on rods 1 slide 2 is shown. FIG. 2 In contrast, shows an embodiment in which the carriage 2 is guided in a channel 4. The carriage 2 consists of a base shell 3, on the lower side of which a plurality of rollers 5 running on the rods 1 or in the channel 4 are rotatably arranged. The rods are anchored on a slope 7 via a plurality of stands 6.

On the base shell 3 are one or two seats 8. In addition - which is not shown here in detail - a brake to be actuated by the driver arranged with the speed of the carriage 2 can be reduced. Shown is a braking device 10, which operates independently of the driver. This is in this embodiment by a eddy current brake 11 realized. The eddy current brake 11 consists of a primary part 12, which consists of two magnets 13 which are arranged opposite one another and are connected to a yoke, so that the primary part 12 forms a U. In the gap formed by this U runs the secondary part 14, which is a metal plate in which an eddy current is induced.

The secondary part 14 is floating in a guide 15 attached to the underside of the base shell 3. Floating means that the secondary plate 14 forming metal plate can move up and down. For this purpose, in the guide 15 a is supported on the metal plate compression spring 16 is provided. At the bottom of the secondary part 14 is a runner 17 (this may also be rollers), which is supported on the yoke of the primary part 12. As seen in the direction of travel, however, the secondary part 14 is held immovably relative to the carriage 2, so that braking forces acting on it are transmitted to the carriage.

The guide 15 of the secondary part 14 on the primary part 12 has the advantage that the relative position of the two parts 12, 14 remains unchanged, even if the base shell 3 bends slightly when z. B. heavy persons are on it.

The same applies to the execution after FIG. 2 , Here, the primary part 12 is arranged below the channel 4. The secondary part 14 runs on skids 17 in the channel 4 and is also held floating on the base shell 3 here. The distance of the secondary part 14 to the primary part 12 therefore remains unchanged, unless a targeted change is initiated from the outside to adapt the braking effect to the speed of the carriage 2.

In the two previously described embodiments, therefore, actuators 18 may be provided with which z. B. the position of the primary part 12 is changed to guide the secondary part 14, so that the size of the air gap between the primary part 12 and the secondary part 14 changes, which in turn has a direct influence on the braking effect.

Several adjusting devices 18 may be provided so that successive sections of the eddy current brake 11 each have different braking characteristics. This in turn allows adaptation to the current speed of the carriage 2.

FIG. 3 shows a further embodiment of the braking device. The carriage 2 is shown schematically here in a side view. As usual, one or more seat shells 8 are located on the base shell 3 of the carriage 2.

As shown in more detail here, the carriage 2 is provided with a brake operable by the driver, in which a first brake shoe 20 via a lever 21 and a mechanism not shown here is actuated. The brake shoe 20 is pressed against a brake rail 22, so that a delay of the carriage 2 is caused by the friction forces occurring. The first brake shoe 20 may be a single jaw arranged centrally on the carriage 2, but may also be a pair of brake shoes. According to the execution according to Fig. 3 a further ferromagnetic brake shoe 23 is provided, which is mounted vertically displaceable on the base shell 3 of the carriage 2 and is held by a spring 24 in a basic position in which it has a distance from the brake rail 22. This jaw can be made individually or in pairs. Below the Brake rail 22 are a plurality of electromagnets 25, 25a, 25b, 25c. The magnetic force of the electromagnets 25, 25 a, 25 b, 25 c acts on the ferromagnetic brake shoe 23 of the passing carriage 2 and pulls against the force of the spring 24 against the brake rail 22, so that a braking force is exerted on the carriage 2. Since the electromagnets 25, 25a, 25b, 25c are individually controllable, the braking effect along the braking zone can be varied. This is done either by changing the distance of the individual electromagnets 25, 25a, 25b, 25c to the brake rail 22 or by adjusting the coil current.

In the embodiment shown, a separate ferromagnetic brake shoe 23 is provided in front of the brake shoe 20 of the brake to be actuated arbitrarily by the driver. But it can also be thought to use the latter brake shoe for the automatic braking.

The FIGS. 4 and 5 show an embodiment of the braking device by means of friction wheels 30. For this purpose, the base shell 3 of the carriage 2 on two lateral contact rails 31, on which the friction wheels 30 are resiliently applied. For this purpose, each friction wheel 30 or groups of friction wheels is attached to a lever 29 which can be applied by means of a spring 33 against a stop 34. For the sake of clarity, this is only shown for one wheel in the illustration. The FIG. 4 shows a retracted into the braking zone slide 2, wherein the bearing rails 31, the friction wheels 30 against the force of the spring 33 to the side and release the stop 34. The spring 33 determines the pressing force.

The individual friction wheels 30 can - as shown on the left - are driven individually by electric motors, they but can also be connected to each other via dash-dotted V-belts (which is shown on the right in the picture), although a reduction is provided so that the angular velocity of the individual friction wheels 30 decreases towards the end of the braking zone.

as in FIG. 5 shown in more detail, each friction wheel 30 is provided with a freewheel, which is designed here as a ratchet. On the outside of a driven by a motor drive wheel 35 are sawtooth-like pawls 36, in which engages a rotatably connected to the friction wheel 30, 37 loaded by a spring latch 38 engages.

If, as shown, the drive wheel 35 is driven in a clockwise direction, the friction wheel 30 is taken, because the spring 37 frictionally engage the latch 38 in the pawls 36. However, the arrangement of pawls 36 and latch 38 prevents the friction wheel 30 can be rotated faster than the drive wheel 35, because then the latch 38 abuts the steep edge of a pawl 36. Thus, if the carriage 2 enters the braking zone at a speed which is greater than the angular speed of the friction wheels 30, a frictional engagement between the friction wheels 30 and the contact rails 31 results, which leads to a deceleration of the carriage 2. If it is slower, the first friction wheel 30 is delayed accordingly and rotates slower than the drive wheel 35, wherein the latch 38 slides past the flat edges of the pawl 36. When passing through the braking zone of the carriage 2 will reach a friction wheel 30 which rotates slower than the speed of the carriage 2 corresponds. At this moment, the braking effect begins.

However, a frictional force between the drive wheel 35 and the friction wheel 30 can be adjusted so that a Minimum force on the carriage 2 is exercised. This prevents the carriage 2 comes to a complete halt. Rather, it is slightly accelerated if it is too slow.

Also in this embodiment, the respective acting frictional force can be increased by the contact pressure of the friction wheels 30 is increased or reduced to the contact rails 31.

In FIG. 6 the effect of the brake device is shown again. This figure shows schematically a braking zone 40 with a plurality of brake actuators 41, 41a, 41b, 41c. These brake plates 41, 41a, 41b, 41c determine z. B. the air gap of a vortex current brake 11 or the contact force of the friction wheels 30 in a friction brake or the flow of electromagnets 25, 25a, 25b, 25c in an electromagnetically actuated brake. In and before the braking zone 40, a plurality of speed sensors 42, 42a, 42b, 42c are arranged, which determine the speed of the carriage 2 when entering the braking zone 40 and the current course in the braking zone 40. An electronic control unit 43 evaluates the signals of the speed sensors 42, 42a, 42b, 42c and outputs corresponding signals to the brake actuators 41, 41a, 41b, 41c. In the electronic evaluation unit a projected velocity profile is stored, which is plotted here as a solid curve 44 in a diagram on the braking zone 40, on the Y-axis, a speed is plotted in arbitrary units. As the curve 44 indicates, the speed of the carriage 2 in the braking zone 40 should not exceed a maximum value 45 and should be lowered to a minimum value 46.

The actual speed, shown as line 47, may be above the maximum speed 45. In this case, the brake actuators 41 are controlled in such a way that the course 48 shown in dashed lines is established, as a result of which the actual speed is gradually converted into the projected speed according to curve 44.

If the speed before the braking zone 40 is below the maximum speed 45, z. B. as shown by the line 49, this speed can initially be maintained until the end of the braking zone 40 would be the speed according to line 49 above the projected speed. In this case, the last brake actuators 41c may be driven to lower the speed to the minimum value 46.

However, it can also be thought of exerting a slight braking effect at the beginning of the braking zone 40, so that the carriage 2 is brought over the entire braking zone 40 gradually to the minimum value 46.

The previously described embodiments provide an external control of the brakes. Another possibility is to supply power to the carriage via a busbar. Such a system can, for. B. be performed as a 24-volt system. Also conceivable would be a mitzuführender dynamo, which supplies the slide with power. The brake plates can then be arranged on the carriage 2. This may in particular be the brake plates already mentioned above, ie the primary part of a vortex current brake, the electromagnets of an electromagnetically actuated friction brake or the friction wheels of a friction wheel brake. In addition, the carriage 2 can be provided with a speedometer. This arrangement allows the entire route of the toboggan run as a braking zone and to specify a speed profile that sets the maximum allowable speed on the different sections of the web. If this is exceeded, the brakes engage without the driver being able to influence it. The position of the sled on the toboggan run can be determined by corresponding markings on the toboggan run or by integration of the speed signal.

To explain a further embodiment of the eddy current brake with an improved speed selection is on the FIG. 7 Referenced. This corresponds essentially to the FIG. 1 , However, the secondary part 14 is not guided at the bottom of the primary part 12, but it may, as will now be explained in more detail, move relative to the primary part 12 in the vertical direction. FIG. 7 therefore shows in cross-section a summer toboggan run, wherein a slide 2 guided on rods 1 is shown. The carriage 2 consists of a base shell 3, on whose lower side a plurality of rollers 5 running on the rods 1 are rotatably arranged. The rods 1 are anchored on a slope 7 via a plurality of stands 6.

On the base shell 3 are one or two seats 8. In addition - which is not shown here in detail - a brake to be actuated by the driver arranged with the speed of the carriage 2 can be reduced. Shown is also a braking device 10, which operates independently of the driver. This is realized by an eddy current brake 11 in this embodiment. The eddy current brake 11 consists of a primary part 12, which consists of two magnets 13 which are arranged opposite one another and are connected to a yoke, so that the primary part 12 forms a U. In the gap 63 formed by this U, the secondary part 14, which is a metal plate made of a non-magnetic and electric current conducting material, e.g. B, aluminum or copper, in which an eddy current is induced.

The storage of the secondary part 14 is in the side view of FIGS. 8a and 8b as shown in more detail below.

The sword-shaped secondary part 14 is secured to the bottom of the carriage 2 by a mechanism of two parallel pendulum rods 60. One or more tension springs 61 hold the secondary part 14 in an upper position, in which it only slightly dips into the gap 63 of the primary part 12. Thus, the hatched cover 64 shown between the primary part 12 and the secondary part 14 is small.

If the carriage 2 now moves into a braking zone provided with a U-shaped primary part 12, initially only a small braking force correlated only slightly with the speed of the carriage 2 arises due to the initially slight overlap 64 between the primary part 12 and the secondary part 14.

If the slide 2 is slow, the braking forces are so weak that they are insufficient in the FIG. 8a shown low overlap 64 so that it remains in the braking zone at a braking force at the initial level.

In a fast carriage 2, the initially generated braking forces are greater, whereby a moment about the bearing of the pendulum rods 60 on the carriage 2 engages, so that they swing backwards, whereby the sword-shaped secondary part 14 in a downward arc emotional. This situation is in the FIG. 8b shown. The overlap 64 and thus the size of the braking force increases. The rate of increase is determined by the force of the tension springs 61.

In this way, a self-amplification is produced by the mechanism itself, which reacts sensitively to the initial speed of the carriage 2. Measuring device and control devices are not necessary here.

Finally, an improved control of external brakes will be explained. This shows the FIG. 9 according to the FIG. 3 a schematically indicated toboggan run. In two braking zones 40a, 40b there are electromagnets M1 to M4 and M5 to M10. These are arranged one behind the other and act on a brake shoe on the carriage, which is pressed by the magnetic force generated by the electromagnet against a brake rail. The distance of the electromagnets is approximately the length of the brake shoe, so that only one or at most two of the electromagnets are actually effective. In this respect, the individual electromagnets form individual brakes.

Before the first braking zone 40a is a speed sensor 42a; a second speed sensor 42b is located in front of the second braking zone 40b, and a third speed sensor 42c is disposed behind the second braking zone 40b. All speed sensors 42a, 42b, 42c are z. B. executed as a double light barriers. Between a speed sensor 42a and 42b and the first electromagnet M1 or M5 of the respective subsequent braking zone 40a or 40b is a defined distance which is dimensioned such that the time duration, the running at maximum speed carriage too his driving required, the time corresponds to the switched-on electromagnet to build up its full magnetic force.

In the first braking zone 40a, the electromagnets M1 to M4 are each operated with a constant current, so that the braking effect of the individual electromagnets is always the same. The greater the speed of the carriage entering the first braking zone, the more electromagnets are switched on simultaneously and remain switched on for the duration of the passage of the carriage through the braking zone, which can be easily determined from the determined speed.

Preferably, the last electromagnets in each case are switched on in a braking zone. In individual cases it has also been shown that it can be better to leave gaps in the sequence of electromagnets to be activated.

The speed at the entrance to the second zone is determined by means of the second speed sensor 42b.

The invention also opens up the possibility of determining the weight of the carriage, including the person sitting on it. This is the greater the smaller the speed change in the first braking zone.

There are two options for this; On the one hand, the individual electromagnets can each be subjected to a constant current, so that the force applied by them is always constant. In this case, the number of switched-on magnets is determined by the weight to be braked and the speed change to be achieved.

On the other hand, the electromagnets in the second braking zone 40b can be subjected to a current which is greater, the higher the weight to be braked. In this way it is achieved that the braking force generated by each solenoid is substantially proportional to the weight to be braked. The number of switched-on magnets is based only on the speed change to be achieved.

The total deceleration in the braking zone is determined by the number of activated electromagnets.

The system is controlled by a braking device 50.

LIST OF REFERENCE NUMBERS

1 pole 29 lever 2 carriage 30 friction wheel 3 Sake cup 4 gutter 31 contact rail 5 role 33 feather 34 attack 6 stand 35 drive wheel 7 hillside 8th seat 36 pawl 10 braking device 37 feather 38 bars 40 braking zone 11 eddy current brake 12 primary part 41 braking unit 13 magnet 42 speed sensor 14 secondary part 43 control unit 15 guide 44 Curve 45 maximum value 16 compression spring 17 skid 46 minimum value 18 setting device 47 line 20 brake shoe 48 course 49 line 21 lever 40a first braking zone 22 brake rail 40b second braking zone 23 ferromagnetic brake shoe 42a first speed sensor 24 feather 42b second speed sensor 25 electromagnet 42c third speed sensor 50 braking device 60 pendulum rod 61 mainspring 63 gap 64 coverage

Claims (12)

Eddy current brake for a guided on a track slide with a primary magnetic part (12) and a current-conducting secondary part (14), wherein one of the parts on the carriage (2) is floatingly mounted and the other part is arranged to determine a braking zone of the web stationary and wherein both parts (12, 14) overlap in the braking zone (40) so that a braking force acting on the carriage (2) is produced by the induced eddy current, characterized in that the parts (12, 14) for changing the covering (64 ) are mutually displaceable by means of a mechanism which is set up so that, due to the braking forces acting in the braking zone (40) between the primary part (12) and the secondary part (14), the cover (64) increases when passing through the braking zone (40). An eddy current brake according to claim 1, characterized in that the mechanism provides a limit on the transmitted braking force below which no enlargement of the overlap (64) is effected. Eddy current brake according to Claim 1 or 2, characterized in that the part mounted on the carriage (2) is displaceably mounted relative to the carriage (2) in the vertical direction for changing the overlap (64). eddy current brake according to claim 3, characterized in that the part mounted on the carriage (2) is suspended in a pendulum manner and is held by a tension spring (61) in an upper position in which there is a slight overlap (64) with the other part. Eddy current brake according to claim 4, characterized in that the mounted on the carriage (2) part a seen in the direction of travel forward aligned pendulum rod (60) on the carriage (2) is attached hanging. Eddy current brake according to one of claims 1 to 5, characterized in that the carriage (2) pendulum suspended part is the secondary part (14) of the eddy current brake (11) and the primary part (12) of the eddy current brake (11) with a U-shaped rail a gap (63) for receiving the flat abutment (14). Eddy current brake according to one of claims 4 to 6, characterized in that the force of the deflected tension spring (61) is set so that at a certain speed of the eddy current brake (11) generated braking forces are no longer sufficient even at maximum coverage (64), to keep the secondary part (14) in the lower position. Eddy current brake according to one of claims 1 to 7, characterized in that the primary part (12) has interruptions at certain intervals. eddy current brake according to one of the preceding claims, characterized in that the air gap between the primary part (12) and the secondary part (14) is variable. Toboggan run with a ground-level downhill guide for a sled (2), which is powered by gravity on the toboggan run and has a brake which can be activated by this person, which makes it possible to increase the speed of the sled (2) to keep below the maximum achievable web speed, the toboggan run at least one braking zone (40) a speed-selectively automatically operating, acting on the carriage braking device (10), characterized in that it is in the braking device (10) to a vortex current brake according to one of claims 1 to 9. Toboggan run according to claim 10, characterized in that the part mounted on the carriage (2) is guided on the toboggan run. Toboggan run according to claim 10 or 11, characterized in that the secondary part (14) on the carriage (2) is mounted.

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