Patent Application
20250100595
The present invention relates to a safety device for a carriage.
In particular, the invention relates to a safety device comprising a brake for slowing down and/or stopping a carriage slidable along a track.
The invention is particularly useful in transport systems and systems designed for the transport of a load hanging or supported by a carriage, slidable along a track that, overall, follows a downward path. The motion of the carriage is therefore produced by the force of gravity.
An example of this type of system is represented by the so-called ziplines, used for the transport of people. These systems comprise a track, generally defined by a cable supported at a certain height from the ground by means of supports, for example pylons and/or trusses or trees. The track extends between a departure station and an arrival station, and any further intermediate stations, located at a lower altitude than the departure station. In theory, there are no limits to the length of the track, which can reach even a few thousand metres, with curves and reverse curves depending on the available route.
The user is hanging on a carriage, slidingly constrained to the cable. The carriage comprises at least one main wheel which, at least along the straight sections of the track, rolls on the cable. Along the sections of curve there is a guide, for example a rail, distinct from the cable, on which the main wheel is steered by special exchange members. To allow the correct steering of the main wheel from the cable to the guide, it is necessary to slow down the travel of the carriage, also to ensure sufficient safety conditions while travelling along the curve.
In order to slow down the travel of the carriage, various braking systems are available, one of which was designed by the same Applicant.
All the braking systems currently available can be perfected both in terms of operating efficiency and in terms of reliability and ease of management and maintenance.
The object of the present invention is to offer a safety device, provided with a braking system, which allows to improve the braking systems currently available.
Features and advantages of the present invention will more fully emerge from the following detailed description of an embodiment of the present invention, as illustrated in a non-limiting example in the accompanying figures, in which:
The safety device according to the present invention is applicable to a carriage (C) slidable along a main track (T).
In a possible, but not exclusive embodiment, the carriage (C) comprises a frame (10), with which a main wheel (11) is associated. This main wheel (11) is rotatably associated with the frame (10) around a main axis of rotation (Y). Further, the main wheel (11) is slidable along the main track (T).
In the possible but not exclusive embodiment shown, the main wheel (11) slides above the main track (T). In particular, the carriage (C) rests on the main track (T) at least at the main wheel (11).
The main track (T), by way of example only, comprises a cable (W). The main wheel (11) is placed in contact with the cable (W), so as to roll on the latter. In addition to rolling, it is not excluded that the main wheel (11) can also creep on the cable (W).
To contain the displacements directed transversely with respect to the track (T), i.e. to contain the displacements directed perpendicularly to a vertical plane containing the track (T) in the contact zone with the main wheel (11), the latter has a peripheral groove, intended to house at least an upper portion of the cable (W). Furthermore, in a manner known in the art, the frame (10) has a box-like shape, with two opposite walls (10a) that are located on the sides of the cable (W), so as to define two sidewalls that contain the lateral displacements of the main wheel (11). In the embodiment shown, two side wheels (11a), with a larger diameter than the main wheel (11), are flanked to the latter, from opposite sides, so as to define two further containment sidewalls with respect to the lateral displacements of the main wheel (11). Both the main wheel (11) and any side wheels (11a) are contained inside the frame (10), i.e. they are interposed between the two walls (10a) of the frame (10).
Preferably, but not necessarily, the carriage (C) comprises a second main wheel, configured in a similar way to the main wheel (11), not visible in the attached figures. The second main wheel has an axis of rotation (Y1) parallel to the axis of rotation (Y) of the main wheel (11).
An attachment device (A) is associated with the carriage (C) to allow a user to be hooked, by means of tools of a type known in the field.
The safety device according to the present invention comprises a support (1), associable with the carriage (C). An auxiliary wheel (3) is associated with the support (1) in a rotating manner around an auxiliary axis of rotation (X).
The safety device according to the present invention further comprises an auxiliary track (2) associable with a section of the main track (T). The auxiliary wheel (3) is arranged to come into contact with the auxiliary track (2), and to rotate in contact with the auxiliary track (2). In other words, the auxiliary wheel (3) is rotating in contact with the auxiliary track (2) around the auxiliary axis of rotation (X).
The auxiliary track (2) can be arranged at some sections of the main track (T) at which a braking action is to be caused with respect to the advancement of the carriage (C), for example at the sections of curve and/or increase in slope, or at an end section of the main track (T). This is because, as will be better explained below, the auxiliary track (2) causes the establishment of a braking action that tends to slow down the displacement of the carriage (C) along the main track (T).
The safety device according to the present invention further comprises a brake (4), provided with a rotor (4a,4b) integral in rotation with the auxiliary wheel (3) and activatable through the effect of the centrifugal force produced by the rotation of the auxiliary wheel (3).
In the preferred but not exclusive embodiment shown, the brake (4) comprises a magnetic unit (40), associated with the rotor (4a) integral in rotation with the auxiliary wheel (3). The magnetic unit (40) is movable along a direction that is radial relative to the first axis of rotation (X) between an inactive position, in which it is at a shorter distance from the first axis of rotation (X), and an active position, in which it is at a greater distance from the first axis of rotation. The magnetic unit (40) is movable from the inactive position to the active position through the effect of the centrifugal force by the rotation of the auxiliary wheel (3).
Thanks to the configuration described above, when the auxiliary wheel (3) comes into contact with the auxiliary track (2) and rotates, the magnetic unit (40) is brought into the active position.
A metal plate (5) is integrally associated with the support (1). This metal plate (5) is so shaped as to face the magnetic unit (40) when the latter is in the active position. In the preferred but not exclusive embodiment shown, the metal plate (5) has an annular shape. In this way, when the magnetic unit (40) is in an inactive position, it substantially faces a void delimited by the metal plate (5). When, on the other hand, the magnetic unit (40) is in the active position, it faces the metal plate (5), that is, it is in front of the metal plate (5).
In a known way, the relative motion between the magnetic unit (40), which rotates integrally with the auxiliary wheel (3), and the metal plate (5), which does not rotate, produces eddy currents on the metal plate (5), which in turn generate a magnetic field that opposes the magnetic field that produced them. In other words, in a known way, the magnetic field produced by the eddy currents on the metal plate (5) is opposite to the magnetic field produced by the magnetic unit (40), and therefore tends to oppose, in a very effective way, the rotation of the magnetic unit (40). This entails a very effective braking action on the rotation of the auxiliary wheel (3), which is integral with the magnetic unit (40) with respect to the rotation around the auxiliary axis (X). The braking action on the auxiliary wheel (3) translates, of course, into a braking action with respect to the advancement of the carriage (C).
In the preferred but not exclusive embodiment shown, the rotor (4a) comprises at least one disc (41), rotatably integral with the auxiliary wheel (3). Preferably, but not necessarily, the rotor (4a) comprises a pair of discs (41), connected to each other. The magnetic unit (40) comprises two or more magnets (42), that are slidable on the disc (41) along a direction that is radial relative to the first axis of rotation (X) between an inner position, in which they are at a shorter distance from the first axis of rotation (X), and an outer position, in which they are at a greater distance from the first axis of rotation and face the metal plate (5). The outer position of the magnets (42) defines the active position of the magnetic unit (42), while the inner position of the magnets (42) defines the inactive position of the magnetic unit (42).
The elastic means (43) is arranged to push the magnets (42) from the outer position to the inner position. To this end, the elastic means (43) is interposed between the disc (41) and the magnets (42).
In the preferred but not exclusive embodiment shown, the disc (41) comprises two or more slots (41a), arranged symmetrically with respect to the auxiliary axis of rotation (X). The magnets (42) are slidably arranged within the slots (41a), with the possibility of sliding along a direction that is radial relative to the auxiliary axis of rotation (X). The elastic means (43) is interposed between an outer edge of the slots (41a) and the respective magnets (42). The elastic means (43), for example in the form of springs, is sized so as to exert a thrust directed towards the auxiliary axis of rotation (X) which counteracts the centrifugal force produced by the rotation of the disc (41). When the centrifugal force overcomes the thrust of the elastic means, i.e. when the rotation speed of the disc (41) overcomes a predetermined threshold, the magnets (42) displace themselves to the outer position and interact with the plate (5), producing the braking action described above.
Advantageously, the elastic means (43) can be sized as a function of the speed at which the braking action is intended to be exerted. In particular, the elastic means (43) can be sized so that, below a certain speed of the carriage (C), i.e. below a certain speed of rotation of the auxiliary wheel (3), the magnets (42) cannot displace themselves to the active position. This allows to limit the brake intervention only to the sections of the main track (T) along which the auxiliary track (2) is arranged and along which the speed exceeds a predetermined and adjustable value.
Preferably, the magnets (42) are permanent magnets. Furthermore, the magnets (42) are symmetrically distributed around the auxiliary axis of rotation (X), so as to keep the rotor (4a) balanced.
In another possible embodiment, illustrated in
In this embodiment, the braking bodies (411), through the effect of the centrifugal force, displace themselves from the inactive position to the active position, being arranged in contact with the ring (410). The frictional force that is established between the braking bodies (411) and the ring (410) slows down the rotation of the auxiliary wheel (3) and, consequently, decreases the speed of the carriage (C). The greater the centrifugal force, i.e. the greater the rotation speed of the auxiliary wheel (3), the greater the friction force that is established between the braking bodies (411) and the ring (410) and therefore the greater the intensity of the braking action produced.
The braking bodies (411) are symmetrically distributed around the auxiliary axis of rotation (X), so as to keep the rotor (4b) balanced.
In further possible embodiments, the rotor (4a,4b), integral in rotation with the auxiliary wheel (3) and activatable through the effect of the centrifugal force produced by the rotation of the auxiliary wheel (3), can be of a configuration and structure different from those described so far. For example, the rotor can be in the form of a turbine, interacting with a fluid such as air, oil or water, which hinders and slows down its rotation.
The auxiliary track (2) and the auxiliary wheel (3) are provided with coupling means that causes the rotation of the auxiliary wheel (3) when the latter translates in contact with the auxiliary track.
Preferably, but not necessarily, these coupling means comprises a toothed profile, integral with the auxiliary track (2), and a toothing, arranged peripherally to the auxiliary wheel (3). In particular, the auxiliary wheel (3) is a toothed wheel. The coupling means could in any case be of any known type.
In the preferred but not exclusive embodiment shown, the auxiliary track (2) is located above the auxiliary wheel (3). In particular, the auxiliary track (2) can be located below the main track (T), i.e. below the cable (W). Preferably, the cable (W) and the auxiliary track (2) are coplanar with each other on a substantially vertical plane. In other possible embodiments, the auxiliary track (2) and the toothed wheel (3) are located differently. For example, the auxiliary track (2) could be placed below the auxiliary wheel (3), or they can be juxtaposed one another horizontally, i.e. they can interact with each other on a horizontal or otherwise inclined plane.
In the embodiment shown, the main track (T) and the auxiliary track (2) are parallel to each other and are superimposed on a substantially vertical plane. Similarly, the main wheel (11) and the auxiliary wheel (3) are superimposed on a substantially vertical plane, with the main wheel (11) superimposed on the auxiliary wheel (3) and separated from it by a predetermined distance. In particular, the support (1) is associated with the frame (10) of the carriage (C), with the auxiliary wheel (3) arranged below the main wheel (11). In operation of the carriage (C), the main track (T) and the auxiliary track (2) are arranged between the main wheel (11) and the auxiliary wheel (3), i.e. they are arranged in the space between the main wheel (11) and the auxiliary wheel (3).
As already pointed out, the auxiliary track (2) can be placed at will along the main track (T), so as to brake the carriage (C) at specific sections of the main track (T), such as for example near curves. In this way, along the entire rest of the path defined by the main track (T), the safety device according to the present invention does not intervene, leaving the carriage (C) free to slide at a higher speed, to the advantage of the user's enjoyment.
Preferably, but not necessarily, the auxiliary track (2) comprises two or more blocks (21), which are constrainable to the main track (T) and connected to each other in a tiltable manner. In this way, the blocks (21) can be aligned so as to follow a straight or curved course.
Each block (21) has a prismatic shape and is mainly flattened on a plane which, in operation, is substantially vertical. The prismatic shape of the blocks (21) is useful to prevent the carriage (C) from oscillating around the cable (W). This allows the carriage (C) to be stabilised at least along the sections where the auxiliary track is arranged. In addition, the auxiliary wheel (3) engages correctly with the auxiliary track (2).
Each block (21) comprises a cylindrical seat (23), arranged to accommodate the cable (W). This cylindrical seat is located along an edge of the block (21) which, in use, is an upper edge. Externally, the cylindrical seat has a cylindrical surface (24), arranged on the upper edge of the block (21) and shaped so as to be able to be arranged in the groove of the main wheel (11). Preferably, each block (21) comprises two symmetrical portions, which can be coupled to each other at a joint plane. The two symmetrical portions can be coupled to each other astride the cable (W), so as to tighten between them the cable (W) itself inside the cylindrical seat.
Two or more blocks (21) can be associated with the track (T) consecutively to each other, so as to support a section of auxiliary track (2) along a section of the track (T) where it is intended to brake the carriage (C). When the carriage (C) reaches a block (21), the main wheel (11) passes from the cable (W) to the upper edge of the block (21), i.e. it rolls in contact with the upper edge of the block (21). At the same time, the auxiliary wheel (3) comes into contact with the auxiliary track (2) and causes the braking action already described.
In the preferred but not exclusive embodiment shown, two or more blocks (21) are connected to each other, at end zones, by joint means (22) that permit a relative rotation between the blocks (21) on at least one plane and permit to form a substantially continuous succession of blocks (21).
This allows two connected blocks (21) to tilt towards each other, so as to follow or adapt to a curved path. Preferably, but not necessarily, the joint means (22) comprises a male-female coupling, wherein each block (21), at opposite ends, has a projection and a seat, respectively. The projection of a block (21) is configured to engage in the seat of an adjacent block (21), so as to form a substantially continuous succession of blocks (21).
The device according to the present invention provides important advantages.
The particular configuration of the brake that is activatable through the effect of the centrifugal force that develops when the auxiliary wheel (3) engages the auxiliary track (2) allows to decide at will the sections of the main track (T) along which one wants to activate the braking action on the carriage (C). In fact, it is sufficient to place the auxiliary track (2) along the sections of the main track (T) along which one wants to brake the carriage (C), leaving the remaining route of the main track (T) free. This allows braking to be carried out only where necessary, without limiting the speed of the carriage (C) along the sections where it is not necessary.
The activation of the brake through the effect of the centrifugal force is also simple and reliable. In particular, it is possible to configure the brake so that the braking action is activated only above a predetermined speed of advancement of the carriage (C). In addition, the activation through the effect of the centrifugal force offers an automatic adjustment of the braking torque as a function of the speed of the carriage (C).
| Number | Date | Country | Kind |
|---|---|---|---|
| 102023000019530 | Sep 2023 | IT | national |
