Braking system for a rail-mounted traveling unit of a transport means

Abstract

The present invention relates to a braking system for rail-mounted traveling units of a transport means, comprising a brake arrangement adjustable between a braked position and a vented position and designed to exert a settable braking torque in the braked position, a control unit designed to determine the braking torque and activate the brake arrangement accordingly, and a sensor arrangement designed to detect operating states and external operating influences of the transport means and transmit them to the control unit, during the operation of the transport means the sensor arrangement detects the operating states of the transport means and the external operating influences on the transport means at periodic intervals and transmits them as operating state data and operating influence data to the control unit, when a braking process of the transport means is performed the control unit determines the braking torque to be applied and activates the brake arrangement according to the transmitted operating state data and operating influence data, the brake arrangement sets the braking torque such that slippage of the wheels on the rails and overloading of the support frame components of the transport means are avoided.

Description

[Technical field]

[0001] The present invention relates generally to a braking system for rail-mounted traveling units of a transport vehicle. [Background technology]

[0002] Transport vehicles capable of moving on rails are known. Such transport vehicles are used, for example, to load and unload cargo, such as containers, onto and from transport vehicles, such as ships, trains or trucks. Such cargo may be transferred between such transport vehicles by the transport vehicles. Due to their size and weight, transport vehicles performing such operations need to be able to reliably slow down and stop their movement.

[0003] In a typical transport vehicle such as a container gantry crane, there is a problem of being able to reliably slow and stop the transport vehicle because the transport vehicle must not be allowed to tip over due to its high center of gravity, the transport vehicle's support frame must not be allowed to be overloaded and is not designed to buckle under load, and the wheels must not be allowed to lock to the rails and slide on the rails, and must not be allowed to run flat on the running surface and run erratically or jerkily on the rails. These undue stresses are also intended to be reliably avoided under significant wind loads and in the event of precipitation and icing.

[0004] Anti-lock braking systems exist in which the braking torque applied to the wheels is set via measurements of the driving dynamics. Such systems have the drawback that frequent changes in the braking torque applied to the wheels can cause vibrations in the support frame of the transport means, which can, for example, temporarily release the load from the wheels, reducing traction and thus causing undesirable wheel slippage. In addition, the distance between the central control unit and the wheels can cause undesirable high decelerations, which hinders the control of such braking systems.

[0005] The object of the present invention is to provide a simple braking system for transport means, in particular rail-mounted traveling units of container gantry cranes, in which the known disadvantages are reduced as much as possible. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] China Patent Application Publication No. 108862038 Summary of the Invention

[0007] According to a first aspect, the invention provides a braking system for rail-mounted traveling units of a transport means as claimed in claim 1.

[0008] According to a second aspect, the invention provides a process for operating a braking system as claimed in claim 10.

[0009] Further aspects and features of the present invention can be found in the dependent claims, the accompanying drawings and the following description of preferred embodiments. [Brief description of the drawings]

[0010] Embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0011] [Figure 1] 1 shows a first exemplary embodiment of a transport means; [Diagram 2] 1 shows an exemplary embodiment of a brake arrangement for exerting a braking torque on a wheel of a traveling unit of a transport means; [Diagram 3] 3 shows an exemplary embodiment of a drum brake that can be used in the brake arrangement of FIG. 2. [Figure 4a] 3 illustrates a rear view of an exemplary embodiment of a disc brake that may be used in the brake arrangement of FIG. 2. [Figure 4b]3 shows an exemplary embodiment of a disc brake that can be used in the brake arrangement of FIG. 2 in a front view. [Figure 5a] FIG. 3 shows an exemplary embodiment of a sensor array for measuring the braking state of the transport means and external operating influences and transmitting them to the control unit of FIG. [Figure 5b] 3 shows an exemplary embodiment of a sensor array for measuring the load of a traveling unit of a transport means and transmitting it to the control unit of FIG. 2; [Figure 6] 4 shows an exemplary embodiment of a characteristic diagram by which the control unit can determine the braking torque to be applied; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] One embodiment of the present invention is shown in Figure 1. First, a general description of the embodiments precedes the detailed description.

[0013] According to several embodiments, the invention relates to a braking system for rail-mounted traveling units of a transport means, comprising a brake arrangement adjustable between a braked position and a vented position, the brake arrangement designed to exert a settable braking torque in the braked position, a control unit designed to determine the braking torque and to activate the brake arrangement accordingly, and a sensor arrangement designed to detect operating states and external operating influences of the transport means and to transmit these to the control unit, during the operation of the transport means the sensor arrangement detects operating states of the transport means and external operating influences on the transport means at periodic intervals and transmits these as operating state data and operating influence data to the control unit, when a braking process of the transport means is performed the control unit determines the braking torque to be applied and activates the brake arrangement according to the transmitted operating state data and operating influence data, the brake arrangement sets the braking torque such that slippage of the wheels on the rails and overloading of the support frame components of the transport means are avoided.

[0014] The operating condition data may be data providing information about the position, speed and direction of the transport means or of individual components of the transport means. Alternatively, such data may provide information about the mass distribution of the transport means and the weight and position of the cargo lifted by the transport means, i.e. the position of the centre of gravity of the transport means may be determined. The operating condition data may also be data reflecting the load on the propulsion unit or on individual wheels of the propulsion unit measured directly on the propulsion unit components.

[0015] External operating influences may be weather conditions that exert forces on the transport means, such as wind loads, but they may also be weather conditions that give information about precipitation and air temperature that may impair the traction of the wheels of the travelling unit on the rails.

[0016] Overloading of the support frame components can lead to twisting or deformation of the support frame, and wheel slippage can cause the wheels to rub against the rails, thus creating flats in the wheel running surface.

[0017] The braking arrangement may be a brake that generates a braking torque by a pretensioning force. The braking torque can be reduced by applying a force counter to the pretensioning force until the braking arrangement is in a vented position where no braking torque is applied. As a result, these brakes may acquire a safety function, since in the event of a loss of power in the actuation of the brake the full braking torque is applied (fail-safe principle).

[0018] The control unit can determine the braking torques to be applied to the various travelling units of the transport means from the operating state of the transport means and from external operating influences, which may also affect the traction of the wheels on the rails. To determine the braking torques, it is possible to use force thresholds that can be applied without overloading the supporting frame components.

[0019] There are embodiments in which the braking elements (e.g. brake discs or brake drums) of the brake arrangement are mounted on the shaft of a motor driving a wheel, whereby during the braking process the brake body (e.g. brake linings or brake shoes) in the braking position is pressed against the braking element with a constant applied force so that a braking torque acts on the motor shaft and thus on the wheel.

[0020] There are embodiments in which the brake arrangement includes drum brakes.

[0021] There are embodiments in which the brake arrangement comprises wheel brakes.

[0022] There are embodiments in which the brake arrangement comprises disc brakes.

[0023] There are embodiments in which the electrical venting device reaches the vented position by overcoming an applied force that presses the brake body against the brake element, creating a braking torque.

[0024] The electrical vent device may for example be an electrically actuated cylinder and actuator, where it is important for the function of the brake that in the event of a power loss in the vent device, a force opposing the pretension force is no longer exerted and the brake closes.

[0025] There are embodiments in which the hydraulic venting device reaches the venting position by overcoming the applied force that presses the brake body against the brake element creating a braking torque.

[0026] The hydraulic vent device may for example be a hydraulic cylinder and actuator, where what is important for the function of the brake is that in the event of a power loss in the vent device, a force opposing the pretension is no longer exerted.

[0027] There are embodiments in which the electrohydraulic venting device reaches the venting position by overcoming an applied force that presses the brake body against the brake element creating a braking torque.

[0028] The electrohydraulic vent device may, for example, be an electrically driven pump which pumps hydraulic fluid from a reservoir into a hydraulic cylinder which increases the force counteracting the pretension force. What is important for the function of the brake here is that in the event of a loss of power in the vent device, the force counteracting the pretension is no longer exerted. This occurs due to the pump failing and hydraulic fluid flowing back into the reservoir.

[0029] In the event of a complete power failure of the transport means, the brake arrangement brakes accordingly with a maximum braking torque. An uninterruptible power supply (UPS), e.g. a battery, can be used to variably apply braking torque even during a complete power failure, thereby enabling the vent device to operate.

[0030] In embodiments, the operating condition data includes speed data specific to the transport means.

[0031] In an embodiment, the operational impact data includes wind loads acting on the transportation means, the wind loads being determined from at least wind speed and direction.

[0032] There are embodiments in which the control unit determines the braking torque according to the transmitted driving state data and driving effect data from the characteristic diagram, and in which the braking torque can only be set to 0%, 25%, 50%, 75% or 100% of the maximum braking torque.

[0033] There are embodiments of a process for operating a braking system.

[0034] Returning to FIG. 1, this shows a first exemplary embodiment of the transport means.

[0035] The transfer means 100 is shown as a container gantry crane. A crane bridge 102 is supported by a support frame component 104. A bridge rail 110 on which wheels 114 may run is mounted along the crane bridge 102. The traveling unit 114 having wheels 114 is part of a trolley 112. The trolley 112 is suspended below the crane bridge 102 and may be moved continuously along the crane bridge 102 on the bridge rail 110.

[0036] The traveling units include the support frame components 104, support the crane bridge 102 and are mounted on the rails 108 by separate traveling units with wheels 106, so that the support frame can move along the rails 108. A control unit 210 and a sensor array 212 are also shown. The control unit 210 receives measurement data from the crane controller or from the sensor array 212 and operates the traveling units based on these measurements and associated control signals, for example from an operator (not shown) of the transport means 100. The control unit 210 can be connected to the traveling units in each case. A separate control unit for all traveling units may be provided here. However, the control unit 210 may also be connected to all of the traveling units and can operate these traveling units.

[0037] The rails 108 and the bridge rails 110 are oriented at right angles to each other, thus allowing two-dimensional movement of the trolley 112. The bridge rails 110 on the crane bridge, along which the trolley 112 is moved directly, represent a first axis of movement in the two dimensions, and the rails 108, along which the entire support frame with the crane bridge 102 is moved, and thus the trolley 112, are also moved at right angles to the first axis of movement, represent a second axis of movement in the two dimensions.

[0038] The third axis of motion is enabled by a hoist (not shown). That is, the cargo (not shown) can be raised and lowered in a third axis of motion or in a third dimension. Thus, the transfer vehicle 100 can load cargo onto a vehicle (not shown), unload cargo from a vehicle (not shown), or transfer cargo between multiple vehicles.

[0039] During movement of the trolley 112 along the crane bridge 102 and during movement of the support frame with the crane bridge 102 along the rails 108, significant masses need to be accelerated and braked. To this end, torques or braking torques designed to accelerate or brake the trolley 112, or the support frame with the crane bridge 102, are applied to the wheels 106 and 114.

[0040] Nonetheless, it is possible, for example in an emergency braking situation, for the applied braking torque to become large enough to overcome the static friction of the wheel 106 or 114, causing the wheel to begin to slip on the rail 108 or 110 and rub against the rail.

[0041] Furthermore, due to the design of the support frame and the crane bridge 102 and the cargo that places additional loads on the trolley, the transport vehicle 100 may have an uneven weight distribution on the running units having wheels 106. That is, the center of gravity of the transport vehicle 100 may be located closer to some running units having wheels 106 than other running units having wheels 106.

[0042] A braking torque initiated from a running unit having wheels 106 acts as a lever on the center of gravity over the distance of the running unit from the center of gravity. As a result, a braking torque initiated from a running unit having wheels 106 exerts a torque on the center of gravity. If the braking torques of all the running units having wheels 106 exert unbalanced braking torques, an effective torque acts on the support frame of the transport means 100. Such a torque may overload the support frame components 104, which may cause plastic deformation of the components 104.

[0043] To prevent this problem, the braking torque applied to the propulsion unit comprising the wheels 106 and 114 can be adapted to the braking situation.

[0044] The braking torque can also be adapted to the braking situation when the trolley is traveling. This can be done, for example, in a trolley where the four wheels 114 are directly driven or braked by four motors and four brake arrangements. The trolley can carry cargo, for example containers, during its travel. Depending on whether it is carrying cargo or not and how heavy the cargo is, the weight and center of gravity of the trolley change. These changes affect how the wheels 114 are loaded, both statically and dynamically during the braking process. For example, a lowered center of gravity due to cargo can affect the relative load on the wheels 114 or the force with which the wheels 114 push against the rails 110 during the braking process. Furthermore, during travel without cargo, the force of the weight on the wheels 114 is reduced and a smaller braking torque is required to start the slippage of the haul 144 on the rails 110 than when carrying cargo. Thus, when the trolley is traveling without cargo, a smaller braking torque is required to prevent the wheels 114 from slipping than during travel when, for example, cargo is being carried. However, during travel when a heavy load is being carried, a high braking torque is required to bring the trolley to a stop in a reasonable time.

[0045] A variable torque brake ("VTB") must be used here so that the braking torque can be varied.

[0046] FIG. 2 shows an exemplary embodiment of a brake arrangement for exerting a braking torque on the wheels of the propulsion units of the transport means 100.

[0047] A propulsion unit 200 is shown having a motor 202 that drives the wheels 106 or 114 via a shaft 204. That is, the motor 202 is used to apply torque to the wheels 106 or 114 and to move the trolley (112 in FIG. 1) or the support frame that comprises the crane bridge (102 in FIG. 1).

[0048] A brake arrangement 206 is also applied to the same shaft 204. The brake arrangement 206 is used to apply a braking torque to the wheels 106 or 114 and to brake the trolley (112 in FIG. 1) or the support frame comprising the crane bridge (102 in FIG. 1).

[0049] The brake arrangement 206 is actuated by a control unit 210. When a braking process is performed, the control unit 210 determines the braking torque to be applied to the wheels 106 or 114 and actuates the brake arrangement 206 such that the applied braking torque is applied to the wheels 106 or 114. Sensor measurements from the sensor array 212 are included in the determination of the braking torque in the control unit 210.

[0050] One or more brake arrangements 206 may be mounted directly to the motor 202 to apply a braking torque to the motor shaft and thus to the wheels 106 or 114. However, one or more brake arrangements 206 may also be mounted directly to the wheels 106 or 114 to apply a braking torque thereto. If the combination of the motor 202 and wheels 106 or 114 is connected via a shaft 204 and possibly gears (not shown), one or more brake arrangements 206 may be mounted to each of these components to apply a braking torque to the wheels 106 or 114.

[0051] 2, there are embodiments in which the brake arrangement 206 is attached directly to the wheel 106 or 114. As a result, the brake arrangement 206 can apply a braking torque directly to the wheel 106 or 114. This design is also referred to as a wheel brake.

[0052] FIG. 3 shows an exemplary embodiment of a drum brake that can be used in the brake arrangement of FIG.

[0053] The drum brake 206' consists of a brake element 302 connected to a shaft (204 in Fig. 2) and two brake bodies 304 fastened to the support frame of the transport means through a structure (100 in Fig. 1) and not rotated by the shaft. When the brake bodies 304 are pressed against the periphery of the brake elements 302 by an applied force, friction is generated. When the brake elements 302 rotate due to the shaft rotation, friction generates a torque that opposes the shaft rotation and thus brakes these components. That is, the drum brake 206' can exert a braking torque on the shaft and on the wheels (106 or 114 in Figs. 1 and 2) connected to the shaft.

[0054] The drum brake 206' is designed as a safety brake and in the de-energized state adopts a braking position in which a pretensioning force presses the brake body 304 against the braking element 302. The pretensioning force is applied by a pretensioning element 307. A venting device 306, for example an electrohydraulic venting device, applies a force counter to the pretensioning force, releasing the brake body 304 from around the braking element 302 and thus bringing the drum brake 206' into the venting position, in which no braking torque is exerted.

[0055] The vent device 306 can be actuated by the control unit (210 in FIG. 2) to vary the applied force that counters the pretension force. That is, the vent device 306 can be actuated to bring the drum brake 206' into a vented position. Additionally, the vent device 306 can apply a force that counters but is weaker than the pretension force, resulting in an applied force that causes the brake body 304 to press against the periphery of the brake element 302.

[0056] The applied force can be varied by the control unit from no force to a pretension force, and thus the braking torque of the drum brake 206' can be varied by the control unit from no braking torque in the vent position to a maximum braking torque due to the pretension force.

[0057] In the event of a complete power failure of the vehicle, the brake arrangement brakes accordingly with a maximum braking torque. An uninterruptible power supply (UPS), e.g., a battery, can be used to allow variably applying the braking torque even during a complete power failure, thereby activating the vent device. As shown in Figure 6, it is possible to access load data, e.g., the most recent load data stored in the control device (210 in Figure 1), before the complete power failure.

[0058] FIG. 4a shows an exemplary embodiment of a disc brake in a rear view that may be used as the braking arrangement of FIG. 2, and FIG. 4b shows an exemplary embodiment of a disc brake in a front view that may be used as the braking arrangement of FIG.

[0059] The rear view of FIG. 4a shows the pretensioning element 407 exerting a pretensioning force to bring the disc brake 206″ into the braking position. The venting device 406 increases a force opposing the pretensioning force of the pretensioning element 407 to bring the disc brake into the vented position.

[0060] The vent device 406 can be actuated by the control unit (210 in FIG. 2) to vary the force opposing the pretension force. The vent device 406 can be actuated to bring the disc brake 206″ into the vented position. Additionally, the vent device 406 can apply a force opposing but less than the pretension force, resulting in a total applied force that causes the brake body (404 in FIG. 4b) to press against the side of the brake element (402 in FIG. 4b). No braking torque is exerted in the vented position.

[0061] As shown in FIG. 4b, the disc brake 206″ consists of a brake element 402 connected to a shaft (204 in FIG. 2) and two brake bodies 404 fastened to the support frame of the transport means (100 in FIG. 1) via a structure and not rotated by the shaft. When the applied force presses the brake bodies 404 against the sides (bottom and top of the cylinder) of the brake element 302, friction is generated. When the brake element 302 rotates due to the shaft rotation, friction generates a torque that opposes the rotation of the shaft and thus brakes these components. That is, the disc brake 206″ can apply a braking torque to the shaft and to the wheels (106 or 114 in FIG. 1 and FIG. 2) connected to the shaft.

[0062] The disc brake 206″ is designed as a safety brake and in the de-energized state adopts a braking position in which a pretension force presses the brake body 404 against the side of the brake element 402. The venting device (406 in FIG. 4a) applies a force counter to the pretension force, releasing the brake body 304 from the side of the brake element 402 and thus bringing the disc brake 206 into the vented position. In the vented position no braking torque is applied.

[0063] The applied force can be varied by the control unit from no force to a pretension force. Thus, the braking torque of the disc brake 206″ can be varied by the control unit from no braking torque in the vented position to a maximum braking torque due to the pretension force.

[0064] Both the disc brake 206'' and the drum brake (206' in FIG. 3) use a vent device (306 in FIG. 3 and 406 in FIG. 4a).

[0065] There are embodiments in which the vent device electrically generates a force, and thus a stroke, that opposes the pretension force and releases the brake body 404 (304 in FIG. 3) from the brake element 402 (302 in FIG. 3), for example by a linear motor or an electric actuator or an electric actuated cylinder.

[0066] In an embodiment, the vent device hydraulically generates a force, and thus a stroke, that counteracts the pretension force and releases the brake body 404 (304 in FIG. 3) from the brake element 402 (302 in FIG. 3), for example by a hydraulic cylinder or actuator. The hydraulic cylinder or actuator can set the force exerted by a proportional valve and thus apply a variable force that counteracts the pretension force.

[0067] Further embodiments exist in which the vent device electrohydraulically produces the force and thus the stroke that releases the brake body 404 (304 in FIG. 3) from the brake element 402 (302 in FIG. 3) in opposition to the pretension force, for example by means of an electrohydraulic cylinder or actuator, the force exerted by which can be set by a proportional valve and thus apply a variable force that opposes the pretension force.

[0068] In the event of a complete power failure of the vehicle, the brake arrangement brakes accordingly with a maximum braking torque. An uninterruptible power supply (UPS), e.g., a battery, can be used to allow variably applying the braking torque even during a complete power failure, thereby activating the vent device. As shown in Figure 6, it is possible to access load data, e.g., the most recent load data stored in the control device (210 in Figure 1), before the complete power failure.

[0069] FIG. 5a shows an exemplary embodiment of a sensor array for measuring and transmitting the operating state and external operating influences of the transport means to the control unit of FIG.

[0070] The control unit 210 acquires and evaluates data from the sensors 502-510 forming the sensor array 212 and activates the brake array 206 based on this acquired and evaluated data when initiating a braking process. The braking process may be initiated during normal operation of the crane, but the braking process may also be triggered by activation of the emergency brake 516.

[0071] The sensor 502 can, for example, measure the position of the trolley (112 in FIG. 1) along the crane bridge (102 in FIG. 1) and transmit this to the control unit 210. The control unit 210 can then determine the position of the center of gravity of the transport vehicle (100 in FIG. 1) from this position. The load is brought from the determined center of gravity based on the weight distribution of the four running units with wheels 106 at the four corners of the support frame of the transport vehicle.

[0072] A sensor 504 can measure the speed of the trolley (112 in FIG. 1) and transmit this to the control unit 201. The control unit 210 may determine the speed of the trolley from the change in position of the trolley. A sensor 506 can measure the position of the transport means (100 in FIG. 1) along the rail (108 in FIG. 1) and a further sensor 508 can measure the speed.

[0073] A further sensor 510 can measure the wind speed, while sensor 512 measures the wind direction. Both sensors 510 and 512 transmit their measurements to the control unit 210, which determines from the measurements the wind load acting on the transport means (100 in FIG. 1). In particular, it is also possible to determine the wind load on the trolley and on the cargo that may be connected to the trolley. From the wind load, the control unit can then determine the load change based on the center of gravity of the four individual traveling units, which have wheels 106 at the four corners of the support frame.

[0074] From the trolley speed and the wind load acting on the trolley, the control unit 210 can determine the braking torque required to brake the trolley wheels (114 in FIG. 1) to stop the trolley as quickly as possible without the wheels starting to slip on the rails (110 in FIG. 1).

[0075] From the loads determined for the four individual running units with wheels 106 at the four corners of the support frame, the control unit 210 can determine the braking torque of each running unit at the four corners of the support frame, so that the transport means is stopped as quickly as possible without the wheels (106 in FIG. 1) starting to slip on the rails (108 in FIG. 1) and without the load on the support frame becoming too large, so that the support frame does not distort or twist or the transport means does not tip over.

[0076] Sensors 514 can monitor specific system components of the vehicle and trigger an emergency shutdown of the vehicle in the event that these system components fail.

[0077] There are embodiments in which additional sensors detect weather conditions that affect the traction of the wheels on the rails.

[0078] By periodically taking sensor measurements to determine the braking torques to be applied, it is ideally possible to ascertain at any time what braking torques should be applied. These braking torques can be stored so that they can be retrieved in the event of a system failure or emergency stop of the transport means, and the brake arrangement (206 in Figure 2) can be activated to apply these braking torques.

[0079] FIG. 5b shows an exemplary embodiment of a sensor array for measuring the load of the propulsion unit of the transport means and transmitting it to the control unit of FIG.

[0080] The transmission to the control unit is performed as shown in Fig. 5a. This sensor array 212' comprises four force measuring sensors 518-524 which determine the load on each of the four running units of the transport means (100 in Fig. 1). The force measuring sensors can for example be designed as strain gauges. As a result it is possible to measure the elongation of the running unit components. This elongation depends on the load or force applied to the running units.

[0081] The force measuring sensor thus allows the measurement of the current supporting load or load on the traveling unit and the setting of a corresponding braking torque.

[0082] The control unit 210 acquires and evaluates data from the sensors 518-526 forming the sensor array 212 and activates the brake array 206 based on this acquired and evaluated data when initiating a braking process. The braking process may be initiated during normal operation of the crane, however the braking process may also be triggered by activation of the emergency stop 516. The sensors 526 may also monitor specific system components of the transport vehicle and trigger an emergency stop of the transport vehicle in the event that these system components fail.

[0083] FIG. 6 shows an exemplary embodiment of a characteristic diagram by which the control unit can determine the braking torque to be applied.

[0084] A section of the characteristic diagram is shown as a table, which indicates the driving situation and the braking torque to be applied. The braking torque is here limited to four driving units (driving units 1-4, also in FIG. 1) having wheels (106 in FIG. 1) at the four corners of the support frame of the transport means (100 in FIG. 1). Determination of the braking torque for the wheels (114 in FIG. 1) of the trolley (112 in FIG. 1) can be performed in the same way.

[0085] Running units 1 and 2 are rear running units in FIG. 1, and running units 3 and 4 are front running units located below the overhang of the crane bridge (102 in FIG. 1).

[0086] The detection measurement values ​​of the sensors shown in Fig. 5 are used to determine each driving situation. It is determined whether the measurement value is within a specific range. The ranges A1 and A2 are categorized with respect to the moving direction of the transport means (100 in Fig. 1), and the movement of the transport means toward the side of the traveling units 1 and 3 may be category A1, and the movement toward the side of the traveling units 2 and 4 may be category A2.

[0087] Further, wind loads may be categorized into specific categories, e.g., B0, B1, and B2, based on their strength and direction. Here, for example, an assignment to category B0 may be made if the wind is below a specific threshold. Category B1 may be assigned if the wind is above the threshold and blowing from the direction of traveling units 1 and 2. Category B2 may be assigned if the wind is above the threshold and blowing from the direction of traveling units 3 and 4.

[0088] The same applies to the position of the trolley: for example, if the trolley is positioned on the overhang of the crane bridge it can be categorised as C2, and if the trolley is located between the running gears with wheels (106 in Figure 1) it can be categorised as C1.

[0089] In the first line of the characteristic diagram, the travel situation is determined: the direction of movement of the transport means is direction A1, the wind load is below the threshold value, i.e. category B0, and the trolley position is at the overhang of the crane bridge, i.e. category C1. Due to the direction of movement of the transport means, the loads applied to the traveling units 1 and 3 during the braking process are greater than the loads applied to the traveling units 2 and 4. As a result, for some time, a stronger brake can be applied to the traveling units 1 and 3 than to the traveling units 2 and 4. The wind does not affect the braking torque. Due to the position of the trolley at the overhang of the crane bridge, a stronger brake can be applied to the traveling units 1 and 2 than to the traveling units 3 and 4. As a result, a braking torque of 50% of the pretension force is applied to the traveling unit 1, and a braking torque of 25% of the pretension force is applied to the traveling units 2 and 3. No braking torque is applied to the traveling unit 4.

[0090] In the second line of the characteristic diagram, the following travel situations are determined: the direction of movement of the transport means is in the direction A1, the wind speed above the threshold blowing from the direction of the side of the traveling units 3 and 4, i.e. category B2, and the trolley position at the overhang of the crane bridge, i.e. category C1. Due to the direction of movement of the transport means, the loads applied to the traveling units 1 and 3 during the braking process are greater than the loads applied to the traveling units 2 and 4. As a result, the traveling units 1 and 3 can be braked more strongly overall than the traveling units 2 and 4. Due to the wind load, the traveling units 1 and 2 are subjected to a greater overall load, while the traveling units 3 and 4 are relieved from the load. Due to the trolley position at the overhang of the crane bridge, the traveling units 1 and 2 are subjected to a greater overall load, while the traveling units 3 and 4 are relieved from the load. This results in a braking torque of 75% of the pretension force on the traveling unit 1, 50% of the pretension force on the traveling unit 2, and 25% of the pretension force on the traveling unit 3. No braking torque is applied to the propulsion unit 4.

[0091] In the third row of the characteristic diagram, the following travel situations are determined: the direction of movement of the transport means is direction A2, the wind speed above the threshold blowing from the direction of the side of the traveling units 1 and 2, i.e., category B1, and the trolley position between the traveling units 1-4, i.e., category C2. Due to the direction of movement of the transport means, the load applied to the traveling units 2 and 4 during the braking process is greater than the load applied to the traveling units 1 and 3. As a result, the traveling units 2 and 4 can be braked as a whole more strongly than the traveling units 1 and 3. As the trolley position is between the traveling units 1-4, all the traveling units are loaded almost evenly. Due to the wind blowing from the direction of the side of the traveling units 3 and 4, the traveling units 1 and 2 are released from the load as a whole, but the traveling units 3 and 4 are loaded. As a result, only the traveling units 2 and 4 are braked evenly with an applied force of 50% of the pretension force. No braking torque is applied to the remaining traveling units. The wind loads compensate for different loads on the traveling units which may result, for example, from a one-sided overhang of a crane bridge.

[0092] In the fourth row of the characteristic diagram, the following traveling conditions are determined: the direction of movement of the transport means is direction A2, the wind speed above the threshold blowing from the direction of the side of the traveling units 3 and 4, i.e., category B2, and the trolley position between the traveling units 1-4, i.e., category C2. Due to the direction of movement of the transport means, the load applied to the traveling units 2 and 4 during the braking process is greater than the load applied to the traveling units 1 and 3. As a result, the traveling units 2 and 4 can be braked as a whole more strongly than the traveling units 1 and 3. Due to the wind load, the traveling units 1 and 2 are braked as a whole by a larger load, while the traveling units 3 and 4 are relieved from the load. As the trolley position is between the traveling units 1-4, they are loaded by the trolley almost evenly. As a result, the traveling unit 2 is braked by a braking torque of 75% of the pretension force as the applied force, and the traveling unit 4 is braked by 25% of the pretension force. No braking torque is applied to the remaining traveling units.

[0093] The listed driving situations and categories for the sensor measurements are not a definitive list. For example, the wind direction coming from the side of the driving units 2 and 3 or the driving units 1 and 4 can also be categorized as a wind load. It is also possible to categorize wind that can act obliquely to the direction of travel. In general, for example the speed of the transport means trolley or the wind can be finely categorized, for example by comparing it with a series of increasing thresholds.

[0094] As shown in Fig. 5b, the loads on the traveling units 1-4 can also be determined by direct measurement by force measuring sensors attached to the traveling units. Such force measuring sensors can be implemented, for example, by strain gauges. The operating state of the transport means and external operating influences can already be included in the determined loads of the traveling units. On the basis of the model, a maximum applicable braking torque can be determined from these loads, so that slippage of the wheels 106 or 114 on the rails 108 and 110 is avoided and the transport means or trolley stops as quickly as possible. Furthermore, weather data can be detected and included in the model, which gives information about the traction of the wheels 106 or 114 on the rails 108 and 110, for example.

[0095] In the event of a complete failure of the vehicle's power supply, the brake arrangement brakes with a maximum braking torque. To be able to variably apply the braking torque during a complete power failure, an uninterruptible power supply (UPS), e.g., a battery, can be used, which can activate the vent device. As shown in Figure 6, it is possible to access load data, e.g., the most recent load data stored in the control device (210 in Figure 1), before the complete power failure.

[0096] Combinations of exemplary embodiments are also given, i.e. for example brake arrangements may be used at different points of the transport means, a certain percentage of the brake arrangements being designed as drum brakes and a further percentage as disc brakes. This can be implemented, for example, by disc brakes mounted on the wheels and drum brakes mounted on the shaft of the motor in the same traveling unit. The number of sensors measuring the operating state and external operating influences of the transport means may further include sensors for detecting, for example, weather data or the weight of the cargo located on the trolley. The illustrated exemplary embodiments are to be understood as a further explanation of the invention. For the purpose of the exact implementation of the invention, reference is made to the following claims. [Explanation of symbols]

[0097] 100 Means of transport 102 Crane Bridge 104 Support Frame Components 106, 114 Wheels 108, 110 rail 112 Trolley 200 Traveling Unit 202 Motor 204 Shaft 206, 206', 206” brake array 210 Control Unit 302, 402 Brake elements 302, 404 Brake body 306, 406 Venting device 307, 407 Pretension element 500, 500' sensor array 502-514 Sensor 518-526 Sensor 516 Emergency stop

Claims

1. 1. A braking system for a rail-mounted traveling unit of a transport means, comprising: a brake arrangement adjustable between a braking position and a vent position, the brake arrangement being designed to exert a settable braking torque in said braking position; a control unit designed to determine a braking torque and to activate the brake arrangement accordingly; a sensor array designed to detect the operating state of said transport means and external operating influences and to transmit these to said control unit; Including, During operation of the transport means, the sensor array detects at periodic intervals the operational state of the transport means and external operational influences on the transport means and transmits these to the control unit as operational state data and operational influence data; When a braking process of the transport means is performed, the control unit determines the braking torque to be applied and activates the brake arrangement according to the transmitted operating state data and operating influence data; A braking system wherein the brake arrangement sets the braking torque such that slippage of the wheels on the rails and overloading of support frame components of the transport means are avoided.

2. 2. The braking system of claim 1, wherein the brake elements of the brake arrangement are mounted on a shaft of a motor that drives the wheel, and during a braking process, a brake body in a braking position is pressed against the brake elements by an applied force such that a braking torque acts on the shaft of the motor and on the wheel.

3. The braking system of claim 2 wherein the brake arrangement includes a drum brake.

4. The braking system of claim 2 wherein the brake arrangement includes a disc brake.

5. 3. The braking system of claim 2, wherein an electrical vent device reaches the vent position by overcoming the applied force urging the brake body against the brake element to create the braking torque.

6. 3. The braking system of claim 2, wherein the hydraulic venting device reaches the vent position by overcoming the applied force that urges the brake body against the brake element to create the braking torque.

7. 2. The braking system of claim 1, wherein the operating condition data includes speed data specific to the transport means.

8. 2. The braking system of claim 1, wherein the operational impact data includes wind loads acting on the transportation means, the wind loads being determined from at least wind speed and direction.

9. 2. The braking system of claim 1, wherein the control unit determines the braking torque according to the transmitted operating state data and operating effect data from a characteristic diagram, and the braking torque can be set to only 0%, 25%, 50%, 75% or 100% of a maximum braking torque.

10. A process for operating a braking system according to any one of claims 1 to 9.

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