WO2010108484A1

WO2010108484A1 - Braking device for a rail-guided carriage

Info

Publication number: WO2010108484A1
Application number: PCT/DE2010/000345
Authority: WO
Inventors: Josef Wiegand; Andreas Hahn
Original assignee: Josef Wiegand Gmbh & Co. Kg
Priority date: 2009-03-24
Filing date: 2010-03-24
Publication date: 2010-09-30
Also published as: EP2411254A1; DE112010004004A5

Abstract

The invention is based on the object of making available a brake for the carriage of a summer toboggan run, which brake operates effectively and also requires little maintenance. The invention therefore provides that an eddy current brake is combined with a friction brake, both of which brakes are activated voluntarily in synchronism by a driver of the carriage at a brake lever which is to be activated. In this context, idle travel (8) is provided for the friction brake, with the result that at first only the eddy current brake engages, and after the idle travel (8) has occurred the friction brake engages. An automatic activation can be simultaneously superimposed on the manual activation, said automatic activation being activated by a centrifugal force brake/clutch.

Description

Braking device for a rail-guided slide

Description

The invention relates to a braking device for a rail-guided slide, comprising an eddy current brake, which consists of a primary and a secondary part whose relative position is adjustable to change the braking force acting on the carriage.

Eddy current brakes of this type are used, for example, for braking trains, the adjustment being made by electric or hydraulic actuators.

The invention is based on the object, the braking device for rail-guided slide z. B. summer toboggan runs or other amusement facilities available. In such a slide only friction brakes are previously used for the arbitrary braking of the slide by the driver. A carriage should not only be understood to mean a carriage provided with skids, but also carriages equipped with wheels or wheels. Preferably, summer toboggan runs or other amusement facilities use 4-wheeled cars that run on rails.

To solve the problem, the invention therefore provides to provide a slidably actuated by the driver of the carriage actuating lever on the carriage, which is mechanically coupled to the eddy current brake such that the driver can determine by a change in the relative position of primary and secondary part of the delay of the carriage.

Such a braking device has the advantage that it works wear-free and can be dosed much more accurate than a friction brake. Furthermore, it has the advantage that it is weather-independent, since the delay is determined only by the relative position of the primary and secondary parts, while in a friction brake, the coefficient of friction due to moisture is significantly reduced.

In particular, when used in summer toboggan runs can also be thought to provide for the arbitrary, to be made by the driver determination of the delay exclusively an eddy current brake.

This has the advantage that the carriages comply with a minimum speed, which can not be undershot by a deceleration by means of an eddy current brake, since their braking force is speed-dependent and therefore deceleration to a standstill is excluded. This has the advantage that it can no longer cause rear-end collisions on the track, when over-careful drivers slow down their carriages (with a friction brake) to a standstill.

However, if this is to continue to be possible due to safety concerns, the invention provides alternatively, that the carriage has an eddy current brake and a friction brake, wherein the eddy current brake consists of a primary and a secondary part, their relative position to change the on the carriage acting braking force is adjustable, and the friction brake consists of a friction belt and a brake pad, the Generation of a force acting on the carriage braking force after bridging a free travel against the friction belt can be pressed.

In DE 10 2006 043 892 Al a device for braking a rail vehicle is described, which consists of an eddy current brake and a friction brake. For braking, especially in an emergency or rapid braking, the eddy current brake is first activated. In this case, the delay of the rail vehicle is monitored, wherein the friction brake is activated only if by means of the eddy current brake a desired target deceleration is not achieved. This has the advantage that the friction brake subject to wear is not used very often, so that an exchange of the brake pads of the friction brake is required only in large time intervals.

The system described above can but for rail-guided slide z. B. of summer toboggan runs are not readily used, since the carriage is not provided with a power supply, which would allow to measure delays and to actuate the brakes by means of electrically operated actuators.

Furthermore, it is known, for safety reasons, to use at least sections of eddy-twist brakes on rail-guided slides of summer toboggan runs, which can not be actuated by the driver. These serve to automatically limit the speed of the carriage before and in dangerous sections of the track.

On the other hand, brakes designed for individual operation by the driver of the sledge of a summer toboggan run, in order to give him the opportunity to adapt the sled speed to his needs, become designed as friction brakes. Such brakes have been proven, especially because they can be well dosed in dry weather. However, they also have disadvantages. They are subject to wear and, even more importantly, can not transmit very high forces in wet weather because the coefficient of friction between the continuously installed parallel to the guide rail brake band and the brake pad due to one in wet weather on the Braking band-forming moisture film is significantly reduced. As a result, significantly higher brake actuation forces must be applied to achieve the same carriage deceleration as a dry brake band. Not every person is capable of doing so, so that in case of doubt even the summer toboggan run has to be stopped.

The invention is thus based on the object to provide for a rail-mounted slide, especially for a summer toboggan run, a low-maintenance, but despite all effective brake available with the in any weather with little effort a sufficiently high carriage delay is achieved, so that z. B. a weather-independent operation of a summer toboggan run can be achieved.

To solve the problem, the invention provides that the carriage is provided a single arbitrarily operable by the driver of the carriage actuating lever which is mechanically coupled with both brakes so that a braking force causing position of primary and a secondary part is already present during the Brake pad still passes through the free path.

Accordingly, the driver of the carriage, the brake device - as usual - actuate mechanically via an actuating lever. Since the two brakes are mechanically are coupled together, they are operated synchronously. However, their braking effect does not start at the same time, but rather the actuation is realized in that the braking effect of the eddy current brake is used first and the braking effect of the friction brake is added only after the brake pads of the friction brake have bridged a certain distance to the brake band and are applied to the brake band ,

Since the braking effect in this type of combination brake is initially determined independently of the friction of the eddy current brake, the braking effect can be metered regardless of the weather. In addition, since the braking effect of an eddy current brake is speed-dependent, especially at high speeds with a low operating force, a large braking effect can be achieved. As soon as the braking effect of the eddy current brake subsides because of the decreasing carriage speed, the friction brake sets in, whereby due to the already reduced speed, a weather-related reduction of the braking effect no longer plays a significant role. The braking distance is proportional to the coefficient of friction, but is in quadratic dependence on the speed at the beginning of the braking.

When used for sledges of a summer toboggan run, the friction brake thus does not need to be controlled delay-dependent as in the prior art, but comes only on the setting of the free travel between the brake pad and brake band offset in time relative to the eddy current brake used.

In the vast majority of cases in which the carriage is to be delayed only slightly, ie the brake lever is only slightly tightened, only the eddy current brake will act, only at intended high deceleration rates. For which the brake lever is strongly tightened, or when braking from low speed, the friction brake is additionally activated.

Since this system works purely mechanically, it is particularly suitable for sledges of summer toboggan runs or the like. Amusement facilities that do not have their own power supply.

Such a synchronous movement of the primary part of the eddy current brake and the brake pad can be realized in the simplest way that both the primary part of the eddy current brake and the brake pad are held on a common carrier which is mechanically coupled to the actuating lever.

In order to realize with as little material as possible both the secondary part of the eddy current brake and a brake band, the invention further provides that parallel to the rail, a web extends, which consists of an electrically conductive, non-magnetic material and whose side surfaces form friction surfaces, so that the Bridge acts both as a secondary part and as a brake band, and that the carrier is movable perpendicular to the web.

The braking force of the eddy current brake is determined in this construction by the distance between the primary and the secondary part.

In order to achieve that both the frictional force and the braking force of the eddy current brake can be increased even after applying the brake pad to the brake band, it is provided that the brake pad is resiliently mounted in the direction of movement of the carrier. The braking force of the eddy current brake can be better controlled if it is determined at a constant distance only of an overlap between the primary and the secondary part. In an alternative embodiment of the invention, it is therefore provided that parallel to the rail, a web extends, which consists of an electrically conductive, non-magnetic material, so that the web acts as a secondary part that runs perpendicular to the web, the brake band and that the carrier parallel to Footbridge is movable.

For this purpose, the web on its lower edge on two laterally projecting flanges, which act as a brake band, wherein the carrier consists of a traverse and two downwardly projecting arms, on whose inner sides in each case a primary part and at the lower edges of each a brake pad is attached ,

In order to realize an automatically acting speed limit in addition to the manual operation, it is provided that the carrier is coupled to the rotatably mounted bell of a centrifugal brake.

Such a coupling is also possible if the braking device comprises only a friction brake, which consists of a friction belt and a brake pad which can be pressed against the friction belt to produce a brake force acting on the carriage, wherein a support holding the brake pad with the bell of a Centrifugal brake is coupled.

Since the bell would remain in the assumed position when releasing the centrifugal brake, a return device is additionally provided to the brake pad from the failure of the drive by the centrifugal brake Release brake band and return to rest position.

In one embodiment of the invention, the coupling is realized by means of hydraulic means.

In a further embodiment of the invention, the coupling by means of a transmission z. B. realized a spindle drive.

In a further embodiment of the invention, the coupling is realized by means of a belt drive, in which the bell acts as a winch.

A further object of the invention is to improve the safety of a summer toboggan run by limiting the speed of the carriage over the entire route or at least on dangerous sections by means of a brake which operates independently of the driver.

So far, u.a. Centrifugal brakes. The invention provides that in addition to a brake to be operated arbitrarily by the driver, the rotation of the bell of a centrifugal brake is used to actuate an additional friction or eddy current brake.

In this way, an autonomous braking system is shown which is completely independent of a driver's deceleration request and serves only to limit the speed of the carriage to a maximum value.

In the following, the invention will be explained in more detail with reference to several embodiments. To show: 1 is a schematic representation of a first embodiment,

2 is a side view of a second embodiment,

3 shows a cross section through the embodiment of FIG. 2,

4 shows an extension of the second embodiment of FIG. 2 and

Fig. 5 is a perspective view of a third embodiment.

In Fig. 1, a first embodiment of the invention is shown schematically.

The braking device consists of a web 1, which runs parallel to the rails and is perpendicular to the driving plane formed by the rails.

The web 1 consists of a conductive material, for. As copper or aluminum, and is therefore able to serve as a secondary part 9 of an eddy current brake. The side surfaces of the web 1 serve as friction surfaces of a friction brake and are if necessary prepared in a suitable manner.

At the carriage also not shown here, an operable by the driver of the carriage actuating lever 2 is mounted, which is coupled via a linkage 3 with 4 carriers. On the inner sides of the carrier 4, a primary part 5 and a brake pad 6 is fixed in each case, which is supported by a spring 7 on the carrier 4. If the Carriage is located on the rails, the carrier 4 are located on both sides of the web. 1

Fig. 1 shows an actuated braking device. In the position shown, the primary parts have already approached the web 1 so far that electrical currents are induced therein, which generate a magnetic field directed against the magnetic field of the primary part 5 and thus provide an initially weak braking effect.

In this situation, the brake pads 6 are not yet applied to the web 1. This takes place only when the operating lever 2 is further tightened and the brake pads 6 have bridged the Leerweg 8 to the web 1. As soon as the brake pads 6 abut the web 1 and are pressed against it, an additional friction-based braking force is generated. Since the primary parts 5 have also approached the web, the braking force of the eddy current brake is increased. By a further actuation of the actuating lever 2, the contact pressure of the brake pads is further increased while the springs 7 are compressed. As a result, the primary parts 5 can continue to approach the web 1, so that the entire braking force is increased on the one hand by the increased frictional force and on the other hand by the increased electromagnetic force of the eddy current brake. In this embodiment, the electromagnetic force is thus realized by the distance of the primary parts 5 to the web 1.

2 and 3 show a further embodiment in which the electrodynamic force is caused by the change of the overlap of primary part 5 and secondary part 9.

As can be seen in FIGS. 2 and 3, the rails, which are likewise not illustrated here, run as a starter. kundärteil 9 serving web 1 with two laterally perpendicular thereto projecting flanges 10, with which this is attached to the rail guide. On the top of the flanges 10 friction plates 11 are attached.

The carrier 4 consists of a traverse 12 and two downwardly projecting arms 13, on the inside of the primary parts 5 of the eddy current brake and at the lower edges of the brake pads 6 are attached.

As can be seen from FIG. 2, the coupling with the actuating lever 2 is such that the carrier 4 is moved in accordance with the arrow 14 as a result of its actuation, so that initially the overlap of the primary parts 5 with the web 1 is increased. As a result, the braking effect of the eddy current brake caused by the electrodynamic force is increased.

Only when the carrier 4 is lowered so far that the brake pads 6 contact at the lower edges of the arms 13, the friction plates 11 on the flanges 10 of the web 1, a frictional force, which provides an additional braking force.

FIG. 4 shows an additional embodiment in which, in addition to the voluntary actuation of the braking device by means of the actuating lever 2, an automatic, speed-dependent actuation takes place. For this purpose, the wheel axles of the carriage are provided with centrifugal brakes, wherein at least the bell 20, one of these centrifugal brakes, is in operative connection with the carrier 4. Thus, when the centrifugal brake engages at a high speed of the carriage, the bell 20 is taken from the flyweights and actuated via a gear 21, shown here by a gear 22, the carrier 4 by z. B. the coverage according to the comments is increased according to Fig. 2 and 3 of the eddy current brake. A spring 23 limits the path of the carrier 4 and provides for a return to its rest position of the carrier when the centrifugal brake detaches again at decreasing speed of the carriage.

According to FIG. 4, the centrifugal brake is thus coupled to one of the braking devices described above, which consist of an eddy-current brake and a friction brake. However, it is also conceivable that the centrifugal brake is either coupled only with a friction brake or only with an eddy current brake.

The combination with a friction brake is shown by way of example in FIGS. 5a and 5b. The brake pads 6 are mounted on a lever linkage 30, upon actuation of which the brake pads 6 are pressed outwards against corresponding friction bands, which are laid parallel to the rails and not shown here in detail. The lever linkage is mounted on a bracket 31 on the carriage. The bell 20 drives via a belt 32 to a spindle 33 which causes the adjustment of the lever linkage 30 in the sense of a brake actuation via a push rod 34. Between spindle 33 and the push rod 34, a rubber buffer 35 is arranged, which allows 33 to increase the pressure force on the brake band by further adjustment of the spindle by being compressed according to the force to be transmitted.

Fig. 5a shows the brake in operation, Fig. 5b in the release position.

In the aforementioned solutions, the centrifugal brake can also be designed as a centrifugal clutch, ie even exert no braking forces on the wheels of the carriage.

Furthermore, it can be provided that the thus actuated friction brake is used in addition to a brake to be actuated by the driver and thus is completely independent of the operation by a driver. Such a brake is used only to limit the maximum speed of the carriage. In such an embodiment, instead of a friction brake and an eddy current brake can be used, which is actuated by the bell of a centrifugal brake or centrifugal clutch.

C o m p a n c e m e n t i o n s

Bridge operating lever linkage carrier

Primary section brake block spring free passage secondary section

Flange friction plates Traverse arms

Bell gear gear spring

Lever Linkage Console Belt Spindle Push Rod Rubber Buffer

Claims

Patent claims

1. Braking device for a rail-guided slide, comprising an eddy current brake, which consists of a primary and a secondary part whose relative position is adjustable to change the force acting on the carriage braking force, characterized in that the carriage an arbitrarily actuated by the driver of the carriage actuating lever (2) is provided, which is mechanically coupled to the eddy current brake such that the driver by changing the relative position of the primary and secondary parts (5, 9) can determine the delay of the carriage.

2. Braking device for a rail-guided slide according to claim 1, characterized in that is provided for an arbitrary, to be made by the driver determination of the delay only the eddy current brake.

3. brake device for a rail-guided slide according to claim 1, further comprising a friction brake, which consists of a friction belt and a brake pad (6) which is depressible for generating a force acting on the carriage braking force after bridging a free travel (8) against the friction belt, characterized in that the carriage is provided with a single actuating lever (2) which can be actuated arbitrarily by the driver of the carriage and which is mechanically coupled to both brakes in such a way that a position of primary and secondary parts (5, 9) causing a braking force already exists, while the brake pad (6) still passes through the free travel (8).

4. Braking device according to claim 3, characterized in that the primary part (5) of the eddy current brake and the brake pad (6) on a common carrier (4) are held, which is mechanically coupled to the actuating lever (2).

5. Braking device according to claim 4, characterized in that parallel to the rail, a web (1) which consists of an electrically conductive, non-magnetic material and whose side surfaces form friction surfaces, so that the web (1) both as a secondary part (9) and brake band acts, and that the carrier (4) perpendicular to the web (1) is movable.

6. Braking device according to claim 5, characterized in that the brake pad (6) in the direction of movement of the carrier (4) is resiliently mounted.

7. Braking device according to claim 4, characterized in that parallel to the rail, a web (1) extends, which consists of an electrically conductive, non-magnetic material, so that the web acts as a secondary part (9) that perpendicular to the web, the brake band extends and that the carrier is movable parallel to the web (1).

8. Braking device according to claim 7, characterized in that the web (1) has at its lower edge two laterally projecting flanges (10), which act as a brake band, that the carrier (4) from a traverse (12) and two downwardly projecting Arms (13), on the inside of each a primary part (5) and at the lower edge of each a brake pad (6) is fixed.

9. Braking device according to one of claims 3 to 8, characterized in that the carrier (4) is coupled to the bell (20) of a centrifugal brake.

10. Braking device for a rail-guided slide, comprising a friction brake, which consists of a friction belt and a brake pad (6) which is depressible for generating a force acting on the carriage braking force against the friction belt, characterized in that the brake pad (6) holding Carrier (4) is coupled to the rotatably mounted bell (20) of a centrifugal brake.

11. Braking device according to one of claims 9 or 10, characterized in that a restoring device (23) is provided to release the brake pad (6) from the brake band in the absence of the drive by the centrifugal brake and return to the rest position.

12. Braking device according to claim 11, characterized in that the coupling is realized by means of hydraulic means.

13. Braking device according to claim 11, characterized in that the coupling by means of a transmission (21) is realized.

14. Braking device according to claim 13, characterized in that the coupling by means of a spindle drive (33) or a belt drive, in which the bell forms a winch, is realized.

15. Braking device for a rail-guided slide, comprising an eddy current brake, which consists of NEM primary and a secondary part (5, 9), whose relative position is adjustable to change the braking force acting on the carriage, and / or a friction brake, which consists of a friction belt and a brake pad (6), characterized in that a the brake pad (6) and / or the primary part (5) holding the carrier (4) is coupled to the rotatably mounted bell (20) of a centrifugal brake, and that independently of the carriage an arbitrarily actuated by the driver of the carriage actuating lever (2) is provided acting on a further braking device for the carriage.

16. Braking device according to claim 15, characterized in that an eddy current brake and a friction brake is present, and that their actuation is such that a braking force causing layer of primary and a secondary part (5, 9) already exists, while the brake pad (6 ) still passes through the free path (8).