Receiving unit for a pneumatic tube station, pneumatic tube station and method for dampened deceleration of pneumatic tube boxes

Abstract

The invention relates to a receiving unit (22) for a pneumatic tube station (10) for braking, in particular stopping, an incoming pneumatic tube box (18), comprising a brake tube (30), at least one brake lever (46), and a control device (44); wherein the brake lever (46) is movably mounted on the brake tube (30) and is positively guided by the control device (44); wherein the brake lever (46) is designed to be radially insertable into the brake tube (30) with a brake section (74); wherein the control device (44) is designed to determine an insertion depth (78) of the brake section (74) within the brake tube (30). The invention further relates to a pneumatic tube station (10) and a method (120).

Description

Background of the invention The invention relates to a receiving unit for a pneumatic tube station for braking an incoming pneumatic tube container. The invention also relates to a pneumatic tube station with a corresponding receiving unit. Furthermore, the invention relates to a method for dampening the deceleration of pneumatic tube containers. Pneumatic tube systems have long been used to transport items between distant locations using pneumatic tube canisters within a network of tubes. These systems typically include a compressor and / or a blower to create a pressure differential within the tubes. This pressure difference propels the pneumatic tube canister from a sending station through the tubes to a predetermined receiving station. Depending on the size of the pneumatic tube and the weight being transported, speeds between 2 meters per second for sensitive items and 10 meters per second for non-sensitive and urgent items can be achieved during transport. Besides the pure transport time between two locations, the utilization rate of the pneumatic tube system is also important for selecting the speed, since a continuous section of the tube cannot be used for other items while the pneumatic tube is being transported. Therefore, a high pneumatic tube speed favors a high utilization rate of the pneumatic tube system. Due to the high speeds involved, the pneumatic tubes are typically subjected to considerable shocks when decelerating at the receiving station. This poses a risk of damaging the items transported in the tubes. This is particularly important in hospitals, as blood samples transported via the pneumatic tube system, for example, can be rendered unusable by strong impacts. In addition to damaging the contents, the impact can also damage the tube itself and the receiving station, increasing maintenance costs. To prevent violent impacts, the transport speed in pneumatic tube systems is typically reduced, which, however, decreases the usage frequency. Other solutions involve special tube guides in the receiving station area, typically oriented against the force of gravity, or tube sections with higher friction to slow the pneumatic tube cartridges. However, these known solutions must be tailored to predetermined cartridge speeds and the cartridge's overall weight. As a result, impacts are only effectively prevented within a limited range of applications. Object of the invention One objective of the invention is to enable the braking of pneumatic tube boxes with different weights and different speeds at low impact forces. Description of the invention This problem is solved according to the invention by a receiving unit with the features of claim 1. The problem is further solved by a pneumatic tube station with the features of claim 12. The problem is also solved by a method with the features of claim 17. The dependent claims describe preferred embodiments of the invention. According to the invention, a receiving unit is provided. The receiving unit is suitable and designed for use or arrangement in a pneumatic tube station. Preferably, the receiving unit is designed as a structural and / or functional unit for retrofitting existing pneumatic tube stations or pneumatic tube systems. The receiving unit is designed to brake, in particular to stop, an incoming pneumatic tube system. Typically, the receiving unit is designed for connection to a pneumatic tube system and / or for receiving the pneumatic tube system during braking. "Connection" can be understood as an arrangement of the receiving unit to the pneumatic tube system that enables the transfer of the pneumatic tube system system to the receiving unit, particularly without the need for additional aids. The connection can be fluid-tight, in particular gas-tight. The receiving unit includes a brake tube. The brake tube preferably has the same diameter as the tube of the pneumatic tube system to which it is connected. The brake tube is typically cylindrical and extends along a brake tube axis, preferably with at least one pneumatic tube canister length, and particularly preferably with at least 1.5 times the length of the pneumatic tube canister. The receiving unit has at least one shock-absorbing brake lever. A shock-absorbing design of the brake lever can be understood as an inherent ability of the brake lever itself or its mounting to absorb kinetic energy. For example, the brake lever can be designed as a partially deformable element or at least include a partially deformable element. Furthermore, the brake lever can be mounted in a shock-absorbing manner, for example, via appropriate damping elements. The brake lever is movably mounted on the brake tube. Preferably, the brake lever is arranged on the outside of the brake tube. Preferably, the receiving unit has two or more brake levers. The at least one brake lever comprises a brake section, which typically decelerates the pneumatic tube by direct contact with the tube. To establish brake contact between the brake section of the brake lever and the pneumatic tube, the brake section is typically designed to be radially inserted into the brake tube. For this purpose, the brake tube preferably has a brake lever recess through which the brake section can be inserted or screwed into the interior of the brake tube. Preferably, the braking section comprises at least one elastic buffer element, in particular an elastomer buffer, or is designed as an elastic buffer element. This allows the brake lever to be designed to be shock-resistant in a particularly cost-effective manner. Furthermore, the impact of the pneumatic tube canister can be reduced directly at the contact point between the canister and the brake lever, thus enabling particularly smooth braking. Furthermore, the receiving unit has a control device for controlling at least one brake lever. The control device is designed to guide the at least one brake lever and thus determine the insertion depth of the brake section within the brake tube. In other words, the movement of the brake lever is controlled by the control device. For example, the control device may include an electric motor drive, with the brake lever coupled to the electric motor drive via a gearbox. Typically, the control device causes the brake lever to be inserted into the brake tube before the pneumatic tube arrives. In other words, the control device may be designed to put the receiving unit into a brake-ready state. In summary, the invention provides a receiving unit for a pneumatic tube station in which at least one shock-absorbing brake lever is temporarily inserted into the brake tube to brake or stop the pneumatic tube cartridge. The brake lever thus acts as a buffer for the incoming pneumatic tube cartridge, and its elastic design allows for the dissipation of the cartridge's kinetic energy with minimal impact. This effectively reduces or prevents shocks acting on the pneumatic tube cartridge and its contents. After the pneumatic tube cartridge has been braked, the brake lever can be removed from the brake tube to allow the tube's through-diameter to be fully opened. In a preferred embodiment of the receiving unit, the brake lever is arranged on the brake tube via a brake lever bearing. The brake section of the brake lever is typically designed to be inserted or screwed into the brake tube by rotating the brake lever about a bearing axis of the brake lever bearing. Preferably, the brake lever is designed to be screwed into the brake tube in the opposite direction to the receiving direction of the brake tube. This allows the brake lever to retract upon contact with the pneumatic tube, thereby increasing the shock resistance of the brake lever. A preferred embodiment of the receiving unit is one in which the braking section for braking, and in particular stopping, the pneumatic tube is designed in a braking position of the brake tube. This braking position is located upstream of an ejection position of the brake tube for the pneumatic tube in the receiving direction of the receiving station. The ejection position is typically the end of the brake tube, where the pneumatic tube is typically stopped and, in particular, further processed. This further processing can consist of removing the pneumatic tube from the receiving unit, temporarily storing it in a tube magazine, and / or forwarding the pneumatic tube. By forming an upstream braking position, a spring section of the brake lever is created, which further increases the shock elasticity. A preferred embodiment of the receiving unit provides that the control device is designed to move the pneumatic tube from the braking position to the ejection position of the brake tube. In other words, the braking levers bring the pneumatic tube to a stop, and the tube is then moved into the ejection position. This can be achieved, for example, by removing the brake levers from the brake tube. Preferably, the brake lever is continuously removed from the brake tube while the pneumatic tube is slowly lowered from the braking position to the ejection position. This ensures gentle handling of the pneumatic tube even after it has been braked, thus protecting the contents from damage. A particularly preferred embodiment of the receiving unit is one in which the brake lever is linearly guided on the brake tube. In other words, the brake lever is guided, at least slightly, on the outside of the brake tube, parallel to the brake tube axis. Preferably, the brake lever is linearly guided by a mounting device movably arranged on the brake tube. The mounting device typically includes the bearing points of the brake lever. A degree of freedom of movement of the brake lever along the brake tube axis further improves shock resistance. Furthermore, the transfer of the pneumatic tube from the braking position to the ejection position by lowering the brake lever, or the entire mounting device, can be achieved with particularly low shock. In a preferred embodiment, the receiving unit comprises at least two shock-absorbing brake levers. Each brake lever has a brake section. The brake sections are arranged diametrically opposite each other on the brake tube. In other words, the brake levers are located on opposite sides of the brake tube, and the brake sections are designed for insertion into the brake tube in opposite directions. This increases the number of impact points with the pneumatic tube, resulting in a better distribution of the impact energy. Furthermore, multiple brake levers effectively prevent the pneumatic tube from tilting or jamming within the brake tube during impact or braking. A further preferred embodiment of the receiving unit is one in which the control device is designed to fully extend at least one brake section from the brake tube. Preferably, the control device is designed to fix the at least one brake lever in a position outside the brake tube. This effectively prevents the brake sections from unintentionally protruding into the brake tube. Fully extending the brake lever allows the receiving unit, or the pneumatic tube station, to operate without brakes. This is particularly advantageous when pneumatic tube boxes pass through the receiving unit, or the pneumatic tube station. In a preferred embodiment of the receiving unit, the control device is designed to positively guide the brake lever along a control ramp. In other words, the brake lever is moved along a predetermined path through the control ramp. Typically, the brake lever follows the ramp's extension, either directly or indirectly, which, in conjunction with the brake lever's bearing point, causes a deflection of the brake section. The insertion depth of the brake section is determined as a function of the brake lever's position along the control ramp. The control ramp can have a multidimensional profile. In other words, the control ramp can be designed to positively guide the brake lever in all three spatial directions. Positive guidance along the control ramp is a mechanically robust method of brake lever control, eliminating the need for additional electronic components.This can reduce operating costs and machine downtime. A further development of the receiving device provides that the brake lever position along the control ramp is determined by a relative position between the control ramp and the brake tube. In other words, the location, orientation, and / or position of the control ramp relative to the brake tube determines the position of the brake lever along the control ramp. The relative position between the control ramp and the brake tube itself can be changed by a relative movement between the control ramp and the brake tube. In other words, the brake tube can be moved relative to the control ramp and / or the control ramp can be moved relative to the brake tube, thereby forcing the brake lever, which is attached to the brake tube and guided along the control ramp, to change its position on the control ramp. This causes the brake section to deflect by rotating around the brake lever pivot point, resulting in a change in the insertion depth within the brake tube. A relative motion can, for example, be a rotational motion of the brake tube around a brake tube axis, a rotational motion of the brake tube around an axis of rotation of the receiving unit parallel to the brake tube axis, and / or a translational motion of the brake tube perpendicular to the brake tube axis. Furthermore, a relative motion can, for example, be a rotational motion of the control ramp around the brake tube axis, a rotational motion around an axis of rotation of the receiving unit parallel to the brake tube axis, and / or a translational motion of the control ramp perpendicular to the brake tube axis. The relative motion can also be a simultaneous motion of the control ramp and the brake tube. Preferably, the relative movement is designed as a movement of the control ramp or the brake pipe, with the respective other component being arranged in a fixed position. The design of the control ramp is preferably adapted to the relative motion. For example, in the case of a rotational movement of the brake pipe about the brake pipe axis, the control ramp is essentially curved about the brake pipe axis. Furthermore, for example, in the case of a translational movement of the brake pipe, the control ramp is essentially parallel to the direction of movement. A preferred embodiment of the receiving unit is one in which the control ramp has a ramp gradient in the receiving direction of the brake tube. This allows the brake section guided on the control ramp, preferably the entire mounting device, to be deflected in the receiving direction. This enables particularly controlled transfer of the pneumatic tube box from the braking position to the ejection position. In a preferred embodiment, the control ramp incorporates shock absorption to absorb braking forces from the pneumatic tube system. Typically, the shock absorption is located between the control ramp and a support structure of the receiving unit. The shock absorption is preferably implemented as an elastomer buffer. Shock absorption on the control ramp can further improve the shock elasticity of the brake lever. The underlying task is also solved by a pneumatic tube system. The pneumatic tube station has a housing. It also includes a receiving unit, as described above and below. The receiving unit is located within the housing of the pneumatic tube station. The housing preferably includes flaps and / or doors for accessing the receiving unit. The pneumatic tube station is designed for connection to a pneumatic tube system and for receiving pneumatic tube cartridges. According to the invention, the pneumatic tube station can be fluidically connected to the pneumatic tube system via the brake tube. Typically, when the brake tube is connected to the pneumatic tube system, the pneumatic tube station is in a state ready to brake. In other words, the pneumatic tube station is ready to receive and brake a pneumatic tube cartridge. In a preferred embodiment, the pneumatic tube station comprises a dispatch unit for sending pneumatic tube boxes from the pneumatic tube station via the pneumatic tube system. A further preferred embodiment of the pneumatic tube system is one in which the receiving unit includes the sending unit, or is designed for sending pneumatic tube boxes. The receiving unit may have an additional tube for sending the pneumatic tube boxes. Preferably, the brake tube is designed for sending the pneumatic tube boxes. In a particularly preferred embodiment, the pneumatic tube station has a canister magazine for holding and storing pneumatic tube canisters. The canister magazine can have at least one canister carrier. Preferably, the canister magazine has two or more canister carriers. The at least one canister carrier can, for example, be designed as a magazine drum with several ring-shaped canister holders for holding multiple pneumatic tube canisters. Alternatively or additionally, a canister carrier can be designed as a canister assembly with several canister holders arranged in a rod-like arrangement. Several magazine drums are typically arranged one above the other along a common axis of rotation. In other words, the magazine drums are preferably arranged one above the other. A preferred further development of the pneumatic tube system is one in which the brake tube is mounted on a tube drum rotatably attached to the housing of the pneumatic tube system, and the control ramp is fixed to the housing of the pneumatic tube system. The insertion depth of the brake lever can be changed by rotating the tube drum about an axis of rotation parallel to the brake tube axis. This allows the positive guidance of the brake levers, or the insertion depth of the brake sections, to be changed by moving the tube drum. By rotating the drum, the fluidic connection of the brake tube to the pneumatic tube system can be released. In other words, the brake tube can be detached from the pneumatic tube system. This allows the pneumatic tube canister inside the brake tube to be transported outside the system. For example, the canister can be transported to a collection point. This enables automated retrieval of the canister. The arrangement of the control ramp and brake tube allows the brake lever position to be continuously adjusted during transport, ensuring a smooth, impact-free placement of the canister as the drum rotates. The guided movement by the control ramp can thus be integrated into the intended motion sequence of the pneumatic tube station for transporting the canister.In this process, the further processing of the pneumatic tube canister can take place in parallel with the transfer of the pneumatic tube canister from the braking position to the ejection position, thereby reducing process time. After the pneumatic tube box has been transported to a collection point, the brake tube can be moved back into the brake-ready state of the collection device with fluidic connection to the pneumatic tube system by rotating the tube drum. The tube drum preferably has at least one additional tube besides the brake tube. This additional tube can be configured, for example, as a brake tube, an unbraked through-tube, or a transmitting tube. Preferably, the additional tube is arranged on the tube drum such that, while the brake tube is at a pickup point, the additional tube is fluidically connected to the pneumatic tube system. This allows the operation, i.e., the readiness to receive or send messages, of the pneumatic tube station to be maintained during the ejection of the pneumatic tube container. In a preferred embodiment, the pneumatic tube station is designed to temporarily store a pneumatic tube canister in the canister magazine. For this purpose, the brake tube is preferably moved towards the canister magazine by moving the tube drum. Particularly preferably, the brake levers for releasing the pneumatic tube canister into the canister magazine are continuously extended from the brake tube, allowing the pneumatic tube canister to slide smoothly from the brake tube into the canister magazine. The underlying problem is further solved by a method for dampened deceleration of pneumatic tube systems. The procedure is designed for use with the pneumatic tube system described above and below. The pneumatic tube system includes a receiving unit as described above and below. The procedure comprises at least the following steps: Step a) of the procedure involves placing the receiving unit into a brake-ready state. Typically, the brake-ready state is achieved by inserting or pivoting at least one brake section from at least one brake lever into a brake tube of the receiving unit. A further procedural step b) of the procedure provides for a deceleration, in particular a stopping, of the pneumatic tube box by dissipating the kinetic energy of the pneumatic tube box via the at least one brake lever. In process step c) of the process, the braking section is swung out. This allows the pneumatic tube canister to be detached from the braking section. Preferably, the braking section is swung out in a continuous movement, so that the pneumatic tube canister is moved smoothly into a final position, or ejection position. In a preferred embodiment, the method includes the additional process step d) in which the pneumatic tube box is transferred to a box magazine for further processing. Further advantages of the invention will become apparent from the description, the claims, and the drawing. Likewise, the features mentioned above and those described in more detail below can each be used individually or in combination in any suitable way according to the invention. The embodiments shown and described are not to be understood as an exhaustive list, but rather serve as examples illustrating the invention. Detailed description of the invention and drawing Fig. 1 shows a perspective view of a first embodiment of a pneumatic tube system with a receiving unit arranged in a housing. Fig. 2 shows a perspective view of the pneumatic tube system from Fig. 1 without the housing, with the receiving unit in a braking position. Fig. 3 shows a sectional side view of the pneumatic tube system from Figs. 1 and 2 with a pneumatic tube canister held in a braking position of the receiving unit. Fig. 4 shows a perspective view of the pneumatic tube system from the preceding figures during the transfer of the pneumatic tube canister from the braking position to an ejection position. Fig. 5 shows a sectional side view of the pneumatic tube system from Fig. 4. Fig. 6 shows a perspective view of the pneumatic tube system from the preceding figures in the ejection position. Fig. 7 shows a sectional side view of the pneumatic tube system from the preceding figures during the transfer of the pneumatic tube canister.Figure 8 shows a second embodiment of a pneumatic tube station with the receiving unit from the preceding figures and a canister magazine in a perspective view. Figure 9 shows a perspective view of the pneumatic tube station from Figure 8 in a view without the housing. Figure 10 schematically shows a method for the dampened deceleration of pneumatic tube canisters with a pneumatic tube station comprising a receiving unit. Fig. 1 shows a pneumatic tube station 10 for connection to a pneumatic tube system 12. The pneumatic tube system 12 comprises, as shown, a first guide tube 14 and a second guide tube 16. The guide tubes 14 and 16 are arranged vertically at the pneumatic tube station 10 and are designed to receive and send a pneumatic tube box 18 (see Figs. 3, 7-9) through the pneumatic tube station 10. The guide tubes 14 and 16 are typically connected to a compressor (not shown), a blower (not shown), or a compressor that generates a pressure differential in the pneumatic tube system 12, whereby the pneumatic tube box 18 can be transported through the pneumatic tube system 12 due to the generated pressure difference. The pneumatic tube station 10 comprises a housing 20 and a receiving unit 22 arranged within the housing 20. The housing 20 includes a housing wall 24 to protect against unauthorized access to the internal mechanism. Access to the receiving unit 22 for maintenance purposes is ensured via a housing door 26. Furthermore, the housing door 26 can be configured for loading and / or unloading the receiving unit 22 with a pneumatic tube canister 18. As shown, the housing door 26 includes a control panel 28 for manually controlling the pneumatic tube station 10, in particular for receiving and sending pneumatic tube canisters 18. In addition, remote control of the pneumatic tube station 10 is typically provided. Fig. 2 shows the pneumatic tube station 10 from Fig. 1, with the housing wall 24 (see Fig. 1) not shown for better explanation of the receiving unit 22. The receiving unit 22 shown is designed to brake, typically to stop, a pneumatic tube box 18 (see Fig. 3, 7-9) arriving via the pneumatic tube system 12, here the guide tube 14. The receiving unit 22 has a brake tube 30 that can be arranged on the guide tube 14 to brake the incoming pneumatic tube box 18. For this purpose, the receiving unit 22 can, as shown, comprise a tube drum 32 to which the brake tube 30 is attached. Preferably, the tube drum 32 comprises two end discs 34, with the brake tube 30 arranged between the end discs 34. The end discs 34 typically have through-holes 36 (see Fig. 3) extending from the brake tube 30, which ensure fluidic coupling of the brake tube 30 with the pneumatic tube system 12. The pipe drum 32 is typically rotatably mounted on a support structure 38 of the housing 20. As shown, the pipe drum 32 can be attached to the support structure 38 via a rotary bearing 40 arranged on each end disk 34 of the pipe drum 32, wherein the pipe drum 32 is designed to perform a rotary movement about the drum axis 42. The receiving unit 22 has a control device 44. The control device 44 is designed to positively guide at least one, here two, shock-resistant brake levers 46. The brake levers 46 are movably arranged on the brake tube 30 and are designed to absorb the kinetic energy of the pneumatic tube box 18 with minimal shock. As shown, the brake levers 46 can be indirectly arranged on the brake tube 30 via a fastening device 48. As shown, the brake levers 46, each with a control section 50, are in direct contact with a control ramp 52 of the control device 44. According to the illustrated embodiment of the control device 44, the control ramp 52 is attached to the support structure 38. Furthermore, as shown, the control ramp 52 is curved about the drum axis 42. This enables the positive guidance of the brake levers 46, which are arranged on the brake tube 30, during rotation of the drum 32. The control ramp 52 has a ramp extension 54 which, as shown, extends over a substantial part, here 90 degrees, of the circumference of the pipe drum. The partial ramp extension 54 of the control ramp 52 is typically adapted to a predetermined movement of the brake levers 46. A fine-scaled movement of the brake levers 46 typically results in a more extensive ramp extension 54 of the control ramp 52 in the circumferential direction. A coarse-scaled movement typically results in a reduced ramp extension 54 of the control ramp 52 in the circumferential direction. By forcibly guiding the brake levers 46, a brake lever position 56 of the control sections 50 along the control ramp 52 is determined by a relative position 58 between the control ramp 52 and the brake tube 30. In other words, the orientation of the brake tube 30 to the control ramp 52 determines the position of the brake sections 74 along the ramp extension 54 of the control ramp 52. The relative position 58 and the brake lever position 56 can thus be changed by a relative movement 60, here the rotational movement of the tube drum 32 relative to the stationary control ramp 52. The receiving unit 22 can, as shown, have a further tube 62. The further tube 62 can be designed as a brake tube 30. As shown, the further tube 62 is designed as a passage tube 64 without a brake device. The tube drum 32, comprising the end discs 34, is preferably designed as a single structural unit together with the brake tube 30, the further tube 62, the fastening device 48 and / or the brake levers. This allows for particularly quick and easy manufacturing and / or equipping of the pneumatic tube station 10 with the receiving unit 22. Furthermore, the structural unit can also be installed in other pneumatic tube systems or as a standalone component. Fig. 3 shows a cutaway side view of the pneumatic tube station 10 with the receiving unit 22 from the previous figures to explain its operation. The brake levers 46 are arranged on the control ramp 52, with the control sections 50 of the brake levers 46, arranged on the control ramp 52 in the brake lever position 56, being located on a side of the brake tube 30 facing away from the viewer, as shown in the illustration. The brake levers 46 encircle the brake tube 30 by one quarter. As shown, the shock-absorbing brake levers 46 have damping elements 65 arranged on the brake sections 74 to cushion the impact of the pneumatic tube box 18. This enables a particularly low-impact, and therefore damage-free, and also quiet stopping of the pneumatic tube box 18. For the sake of clarity, only one damping element 65 is marked with a reference symbol. The brake levers 46 are indirectly arranged on the brake tube 30 via the mounting device 48. The mounting device 48 has at least one brake lever bearing 66 for each mounting lever 46, which is designed to perform a brake lever rotation 68 about a bearing axis 70. The bearing axis 70 is shown to be directed into the plane of the drawing. For clarity, only one brake lever bearing 66, one brake lever rotation 68, and one bearing axis 70 are indicated with a reference numeral. Each control section 50 preferably has a control gap 72 formed perpendicular to the respective bearing axis 70 of the associated brake lever 46. Changing the brake lever position 56 (see Fig. 2) thus allows a torque to be generated about the bearing axis 70. For clarity, only one control gap 72 is indicated with a reference numeral. As shown, each brake lever 46 has a brake section 74. The brake sections 74 are designed to be inserted radially into the brake tube 30. Preferably, each brake section 74 has a brake section spacing 76 perpendicular to the bearing axis 70. This allows a torque exerted by the control section 50 about the bearing axis 70 to cause the respective brake section 74 to pivot into the brake tube 30. The radial insertion depth 78 of the brake section 74 into the brake tube 30 depends on the positively guided brake lever position 56. In other words, the control device 44 is designed to determine the insertion depth 78 of the brake section 74 within the brake tube 30. As shown, the brake sections 74 of the brake levers 46 can be arranged diametrically opposite each other on the brake tube 30. In other words, the brake sections 74 are designed to be inserted into the brake tube 30 from opposite sides. This prevents the pneumatic tube box 18 from tilting during deceleration. The brake levers 46 can be guided jointly by the control device 44 or on the control ramp 52. As shown in Fig. 3, a pneumatic tube box 18 is inserted into the brake tube 30 from the pneumatic tube system 12 via one of the through-holes 36 along a brake tube axis 82 of the brake tube 30 in a receiving direction 80 of the receiving unit 22. The pneumatic tube box 18 is located, as shown, in a braking position 84 within the brake tube 30. The braking position 84 is typically located along the brake tube axis 82 in the receiving direction 80 upstream of an ejection position 86. The ejection position 86 is usually defined as the position within the brake tube 30 that is designated for further processing of the pneumatic tube box 18. Further processing can consist, for example, of forwarding, temporary storage, and / or removal of the pneumatic tube box 18. As shown, the brake levers 46 with their respective control sections 50 are arranged in a brake lever position 56 on the control ramp 52. The brake lever position 56 is typically located along the brake pipe axis 82 at a pipe end 88 furthest from the discharge position 86, in particular at the point on the control ramp 52 furthest away. In other words, according to the illustrated embodiment with a vertically oriented brake pipe 30, the brake lever position 56 is located at an upper end of the control ramp 52. The braking sections 74 are partially inserted into the brake tube 30 and have a maximum insertion depth 78. The braking sections 74 locally reduce the through-diameter 90 of the brake tube 30, thereby braking the pneumatic tube box 18 and bringing it to a complete stop. Fig. 4 shows the pneumatic tube station 10 with the receiving unit 22 from the previous figures, with the brake lever position 56 changed along the ramp extension 54. As shown, the pipe drum 32 is arranged rotated about the drum axis 42. Rotating the pipe drum 32 causes the relative movement 60 between the brake pipe 30 and the control ramp 52. Due to the positive guidance of the brake levers 46, the control sections 50 are forced to move along the control ramp 52, thereby determining the changed brake lever position 56. For clarity, only one control section 50 of a brake lever 46 is shown with a reference numeral. The control ramp 52 typically has a ramp angle 92. This ramp angle 92 typically results in a ramp gradient 94 in the direction of the receiving direction 80 of the brake tube 30. In other words, the ramp angle 92 can be understood as the inclination of the control ramp 52 in the receiving direction 80. A movement of the tube drum 32 along the relative movement 60 leads to a change in the brake lever position 56, with a change component in the direction of the relative movement 60 and a change component in the receiving direction 80. As shown, the ramp angle 92 is determined by the inclination of the control ramp 52 relative to the lower end disk 34 of the tube drum 32. In other words, the control sections 50 are guided along the control ramp 52, preferably continuously, in the direction of the lower end disk 34. The ramp angle 92 can be constant or variable along the ramp extension 54. In addition to the functionality described above and below, it should be noted that the pipe drum 32 can also be moved in the opposite direction to the relative movement 60 shown here. The effects described above and below are reversed accordingly. By partially moving the brake levers 46 in the receiving direction 80, the brake sections 74 (see Fig. 5) can be deflected out of the brake tube 30. By rotating the tube drum 32, the insertion depth 78 (see Fig. 3) of the brake levers 46, or of the brake sections 74, in the brake tube 30 can thus be set. As shown, the fastening device 48 can be fixedly attached to the brake tube 30. Alternatively or additionally, the fastening device 48 can be movably mounted on the brake tube 30. Preferably, the fastening device 48 is movably guided along the brake tube 30. In other words, the fastening device 48, and with it the brake levers 46, can be linearly guided or mounted on the brake tube 30. By performing the relative movement 60, the brake levers 46, preferably in combination with the pneumatic tube box 18 (see Figs. 3, 7-9), can thus be moved from the braking position 84 (see Fig. 3) to the ejection position 86 (see Fig. 3). Fig. 5 shows a cutaway side view of the pneumatic tube station 10 with the receiving unit 22 in the brake lever position 56 shown in Fig. 4. The pneumatic tube box 18 (see Fig. 3, 7-9) is not shown for clarity. As shown, the insertion depth 78 of the brake sections 74 is reduced compared to the insertion depth 78 of the brake sections 74 from Fig. 3. In other words, a minimum passage diameter 90 of the brake pipe 30 according to Fig. 3 is widened in the illustrated state of the receiving unit 10. As shown, the control ramp 52 can have a first ramp section 96 with a horizontal orientation, or parallel to one of the end discs 34. In other words, the control ramp 52 has no ramp gradient 95 in the receiving direction 80 in the first ramp section 96. The brake lever position 56 is typically located in the first ramp section 96 when the receiving unit 22 is ready to brake. The horizontal orientation of the first ramp section 96 reliably counteracts an impact from the pneumatic tube box 18. To more reliably prevent damage to the receiving unit 22 and / or the pneumatic tube box 18, the receiving unit 22 can include a shock absorber 98. The shock absorber 98 can, for example, be designed as an elastomer buffer. As shown, the control ramp 52 can have a second ramp section 100. The second ramp section 100 is typically inclined relative to a horizontal by the ramp angle 92. In other words, the second ramp section 100 has the ramp gradient 94 in the receiving direction 80 of the brake pipe 30. Fig. 6 shows the pneumatic tube station 10 with the receiving unit 22 from the previous figures, with the brake lever position 56 further changed. As shown, the pipe drum 32 is arranged rotated further about the drum axis 42, which further alters the relative position 58 due to the relative movement 60 between the brake pipe 30 and the control ramp 52. The brake levers 46 are released from their guide along the control ramp 52. In other words, the brake levers 46 are not in contact with the control ramp 52. In the illustrated state of the receiving unit 22, the fastening device 48 is preferably in contact with one of the end disks 34 of the pipe drum 32. For clarity, only one brake lever 46 is indicated with a reference numeral. As shown, the control device 44 has a retainer 102. The retainer 102 is designed to fix the brake levers 46, or the control sections 50, in a brake lever position in which the brake sections 74 (see Fig. 3, Fig. 5, Fig. 7) are located essentially, and in particular completely, outside the brake tube 30. In other words, the through-diameter 90 of the brake tube 30 is not reduced, or only slightly reduced, by the brake sections 74. For clarity, only one control section 50 of a brake lever 46 is provided with a reference numeral. As illustrated, the receiving unit 22 can arrange the further tube 62, here the through tube 64, on the pneumatic tube system 12, here the through tube 14, by rotating the tube drum 32. This allows the receiving unit 22 to be used for through-running purposes while the pneumatic tube box 18 located in the brake tube 30 is being processed. Alternatively or additionally, the further tube 62 or tubes 62 can be designed as a dispatch tube (not shown). This allows a pneumatic tube box 18 to be sent via the pneumatic tube system 12 while the pneumatic tube box 18, located in the brake tube 30, is being processed in a dispatch direction 104. In this case, the receiving unit 22 includes an additional dispatch unit. Furthermore, the brake tube 30 may be designed for sending pneumatic tube boxes 18 via the pneumatic tube system 12. This can be achieved by reversing the operating procedure. In this case as well, the receiving unit 22 includes the sending unit. Fig. 7 shows a cutaway side view of the pneumatic tube station 10 with the receiving unit 22 in the brake lever position 56 shown in Fig. 6. Due to the cutaway view, the control sections 50 (see Fig. 6) and the hold-down device 102 (see Fig. 6) are not visible. As shown, the brake sections 74 are arranged to be completely removed from the brake tube 30 by releasing the positive guidance on the control ramp 52. This can be further ensured by the hold-down device 102 of the control unit 44 (see Fig. 6). In other words, the control unit 44 is designed to completely remove the brake sections 74 from the brake tube 30. By releasing the passage diameter 90 through the brake sections 74, the pneumatic tube box 18 can slide into an ejection position 86 (see Fig. 3). The control device 44 is thus designed to move the pneumatic tube box 18 from the brake position 84 (see Fig. 3) to the ejection position 86 (see Fig. 3) of the brake tube 30. Likewise, as shown, it can be provided that the pneumatic tube box 18 is discharged from the receiving unit 22 via an outlet tube 106. The outlet tube 106 can, for example, lead into a box output (not shown) of the receiving unit 22 or into a box magazine 108 (see Fig. 8, Fig. 9). Fig. 8 shows a second embodiment of a pneumatic tube station 10 with the receiving unit 22 described above and below. The pneumatic tube station 10 is connected to the pneumatic tube system 12, here the first tube 14, and is designed to receive and send pneumatic tube boxes 18. In addition to the receiving unit 22, the pneumatic tube station 10, as shown, includes a canister magazine 108. The canister magazine 108 is designed for storing and holding pneumatic tube canisters 18. The canister magazine 108 is arranged within a housing 20 that is jointly designed with the receiving unit 22. The housing wall 24 has a housing door 26 for accessing the receiving unit 22 and a magazine door 110 for accessing the canister magazine 108. The magazine door 110 has a loading flap 112 for filling pneumatic tube canisters 18 arranged in the canister magazine 108. The pneumatic tube canisters 18 can be filled via the loading flap 112 without removing the pneumatic tube canister 18 from the canister magazine 108. The magazine 108 can, as shown, have two magazine drums 114 arranged one above the other. The magazine drums 114 are typically arranged to rotate independently of one another within the magazine 108. Each magazine drum 114 can, as shown, hold several, here seven, pneumatic tube canisters 18 via a corresponding number of canister holders 116. When the magazine drums 114 are arranged one above the other, it is preferably provided that at least one of the canister holders 116 of the upper magazine drum 114 is designed to receive and transfer pneumatic tube canisters 18 from the lower magazine drum 114. For clarity, only one canister holder 116 is provided with a reference numeral. Alternatively, the rifle magazine 108 can be provided with a single magazine drum 114. Preferably, the rifle magazine 108 can be extended or retrofitted with at least one magazine drum 114. Fig. 9 shows the pneumatic tube station 10 from Fig. 8 in a representation without the housing 20 for a better explanation of the operating principle. As shown, the pneumatic tube station 10 can include a pneumatic bypass 118. The bypass 118 typically connects the first tube 14 of the pneumatic tube system 12 fluidically with the second tube 16 and represents a flow path parallel to the fluidic connection of the tubes 14, 16 via the brake tube 30 of the receiving unit 22. When the pneumatic tube box 18 enters the brake tube 30 in the receiving direction 80, pressure equalization is achieved via the pneumatic bypass 118, which causes a pre-braking of the pneumatic tube box 18. This allows the braking or stopping of the pneumatic tube box 18 by the receiving unit 22 to be even more dampened. For clarity, only one pneumatic tube box 18 is marked with a reference symbol. A pneumatic tube cartridge 18, stopped in the brake tube 30 by the receiving unit 22, can be moved to a position above the cartridge magazine 108 by rotating the tube drum 32. In other words, the brake tube 30 is released from the fluidic connection with the pneumatic tube system 12 and connected to the cartridge magazine 108. In this process, the relative movement 60 between brake tube 30 and control device 44, or control ramp 52, is carried out, whereby the pneumatic tube box 18 is moved from the braking position 84 (see Fig. 3) to the ejection position 86 (see Fig. 3). By opening the passage diameter 90 (see Fig. 7) above the outlet tube 106 (see Fig. 7), the pneumatic tube canister 18 can be moved into the canister magazine 108. The pneumatic tube canister 18 can be temporarily stored within the canister magazine 108. Furthermore, the pneumatic tube canister 18 can be emptied and / or filled via the loading flap 112 (see Fig. 8). Fig. 10 schematically shows a method 120 for the dampened deceleration of pneumatic tube boxes 18 (see Fig. 3, 7-9). Typically, the method 120 provides for the dampened deceleration of the pneumatic tube box 18 until it comes to a complete stop. The procedure 120 is carried out with a receiving unit 22 (see Fig. 1-9) of a pneumatic tube station 10 (see Fig. 1-9). Method 120 comprises at least the following process steps: A process step 122 of method 120 involves placing the receiving unit 22 into a brake-ready state. Typically, the brake-ready state is achieved by inserting or pivoting at least one brake section 74 (see Fig. 3, Fig. 5, Fig. 7) of at least one brake lever 46 (see Fig. 2-4, 6) into a brake tube 30 (see Fig. 2-7) of the receiving unit 22. In a particular embodiment of the method 120, at least one control section 50 (see Fig. 2, Fig. 4, Fig. 6) of a brake lever 46 is moved against the relative movement 60 (see Fig. 2, Fig. 4, Fig. 6, Fig. 9) into the first ramp section 96 (see Fig. 5) of the control ramp 52 (see Fig. 2-7, 9). A further process step 124 of process 120 provides for a deceleration of the pneumatic tube box 18 by dissipating the kinetic energy of the pneumatic tube box 18 via at least one brake lever 46. The kinetic energy can be dissipated by friction between the pneumatic tube box 18 and the at least one braking section 74. Alternatively or additionally, the kinetic energy can be absorbed as a shock, preferably a damped one, by the braking section 74. In process step 126 of process 120, the brake section 74 is pivoted outwards. This allows the pneumatic tube box 18 to be detached from the brake section 74. Preferably, the brake section 74 is pivoted outwards in a continuous movement, so that the pneumatic tube box 18 is moved in a damped manner into an end position, or ejection position 86 (see Fig. 3). In a particular embodiment of the method 120, the brake section 74 is swung out by performing a relative movement 60 between the brake pipe 30 and the control ramp 52. A possible process step 128 of process 120 may provide that the pneumatic tube box 18 is transferred to a box magazine 108 (see Fig. 8, Fig. 9) for further processing. Reference symbol list 10 Pneumatic tube station; 12 Pneumatic tube system; 14 First guide tube; 16 Second guide tube; 18 Pneumatic tube box; 20 Housing; 22 Receiving unit; 24 Housing wall; 26 Housing door; 28 Control panel; 30 Brake tube; 32 Tube drum; 34 End plate; 36 Passage recess; 38 Support structure; 40 Swivel bearing; 42 Drum axle; 44 Control device; 46 Shock-absorbing brake lever; 48 Mounting device; 50 Control section; 52 Control ramp; 54 Ramp extension; 56 Brake lever position; 58 Relative position; 60 Relative movement; 62 Further tube; 64 Passage tube; 65 Damping element; 66 Brake lever bearing; 68 Brake lever rotation; 70 Bearing axle; 72 Control distance; 74 Brake section; 76 Brake section distance; 78 Insertion depth; 80 Receiving direction; 82 Brake pipe axis; 84 Brake position; 86 Ejection position; 88 Pipe end; 90 Through diameter; 92 Ramp angle; 94 Ramp gradient; 96 First ramp section; 98 Shock absorption; 100 Second ramp section; 102 Hold-down device; 104 Dispatch direction; 106 Outlet pipe; 108 Magazine;110 Magazine door; 112 Loading flap; 114 Magazine drum; 116 Can holder; 118 Pneumatic bypass; 120 Procedure; 122 Procedure step; 124 Procedure step; 126 Procedure step; 128 Procedure step.;

Claims

Receiving unit (22) for a pneumatic tube station (10) for braking, in particular stopping, an incoming pneumatic tube box (18), comprising a brake tube (30), at least one shock-resistant brake lever (46) and a control device (44); wherein the brake lever (46) is movably mounted on the brake tube (30) and is positively guided by the control device (44); wherein the brake lever (46) is designed to be radially insertable into the brake tube (30) with a brake section (74); wherein the control device (44) is designed to determine an insertion depth (78) of the brake section (74) within the brake tube (30). Receiving unit (22) according to claim 1, wherein the brake lever (46) is arranged on the brake tube (30) via a brake lever bearing (66), wherein the brake section (74) can be inserted into the brake tube (30) by a brake lever rotation (68) of the brake lever (46) about a bearing axis (70) of the brake lever bearing (66). Receiving unit (22) according to claim 1 or 2, wherein the braking section (74) for braking, in particular stopping, the pneumatic tube box is formed in a braking position (84) of the brake tube (30), wherein the braking position (84) is arranged in the receiving direction (80) of the receiving unit (22) in front of an ejection position (86) of the brake tube (30) for the pneumatic tube box (18). Receiving unit (22) according to claim 3, wherein the control device (44) is designed to transfer the pneumatic tube box (18) from the braking position (84) to the ejection position (86) of the brake tube (30). Receiving unit (22) according to claim 4, wherein the brake lever (46) is linearly guided on the brake tube (30) parallel to a brake tube axis (82). Receiving unit (22) according to one of the preceding claims, comprising at least two brake levers (46), wherein the brake sections (74) are arranged diametrically on the brake tube (30). Receiving unit (22) according to one of the preceding claims, wherein the control device (44) is designed to completely move the brake section (74) out of the brake tube (30). Receiving unit (22) according to one of the preceding claims, wherein the control device (44) is designed to positively guide the brake lever (46) along a control ramp (52); wherein the insertion depth (78) of the brake section (74) is determined as a function of a brake lever position (56) along the control ramp (52). Receiving unit (22) according to claim 8, wherein the brake lever position (56) is determined by a relative position (58) between control ramp (52) and brake tube (30), wherein the relative position (58) can be changed by a relative movement (60) between control ramp (52) and brake tube (30). Receiving unit (22) according to one of claims 8 or 9, wherein the control ramp (52) has a ramp gradient (94) in a receiving direction (80) of the brake pipe (30). Receiving unit (22) according to claims 8 to 10, wherein the control ramp (52) has a shock absorber (98) for absorbing braking forces of the pneumatic tube box (18). Pneumatic tube station (10) for connecting to a pneumatic tube system (12) and for receiving pneumatic tube boxes (18), comprising a housing (20) and a receiving unit (22) arranged in the housing (20) according to one of the preceding claims, wherein the pneumatic tube station (10) can be connected to the pneumatic tube system (12) via the brake tube (30). Pneumatic tube station (10) according to claim 12, comprising a dispatch unit for sending pneumatic tube boxes (18) from the pneumatic tube station (10) via the pneumatic tube system (12). Pneumatic tube station (10) according to claim 12 or 13, wherein the receiving unit (22) comprises the sending unit, wherein the brake tube (30) is designed for sending pneumatic tube canisters (18). Pneumatic tube station (10) according to one of claims 12 to 14, comprising a canister magazine (108) for holding and storing pneumatic tube canisters (18). Pneumatic tube station (10) according to one of claims 12 to 15 in conjunction with claim 8 or 9, wherein the brake tube (30) is arranged on a tube drum (32) rotatably mounted on the housing (20) and the control ramp (52) is fixedly mounted on the housing (20), wherein the insertion depth (78) of the brake lever (46) is determined by rotating the tube drum (32). Method (120) for dampened deceleration of pneumatic tube boxes (18) with a receiving unit (22) of a pneumatic tube station (10), in particular according to one of claims 12 to 16, comprising the method steps: a) placing (122) the receiving unit (22) into a braking-ready state by pivoting a braking section (74) of at least one brake lever (46) into a brake tube (30) of the receiving unit (22); b) decelerating (124) the pneumatic tube box (18) by dissipating the kinetic energy via the brake lever (46); c) pivoting (126) the braking section (74) out to release the pneumatic tube box (18) from the braking section (74).

Images