U.S. patent application number 13/512230 was filed with the patent office on 2012-10-18 for rail system and a travel board for the rail system.
This patent application is currently assigned to IDEA TV Gesellschaft fur kommunikative Untemehmensbetreuung mbH. Invention is credited to Bruno Wilbert.
Application Number | 20120260815 13/512230 |
Document ID | / |
Family ID | 43640052 |
Filed Date | 2012-10-18 |
United States Patent
Application |
20120260815 |
Kind Code |
A1 |
Wilbert; Bruno |
October 18, 2012 |
Rail System and a Travel Board for the Rail System
Abstract
The invention relates to a rail system (1) having two rail
sections (12, 13) arranged parallel to each other. Each rail
section (12, 13) has a rail (2, 3) which has expanded lateral edges
(8, 9; 10, 11). According to the invention, a person can travel on
said rail system (1) with a travel board (90) produced for said
purpose. The travel board (90) has at least one wheel suspension
device for each of the rail sections (12, 13).
Inventors: |
Wilbert; Bruno; (Schmitten,
DE) |
Assignee: |
IDEA TV Gesellschaft fur
kommunikative Untemehmensbetreuung mbH
Schmitten
DE
|
Family ID: |
43640052 |
Appl. No.: |
13/512230 |
Filed: |
October 15, 2010 |
PCT Filed: |
October 15, 2010 |
PCT NO: |
PCT/EP10/65562 |
371 Date: |
June 22, 2012 |
Current U.S.
Class: |
104/53 |
Current CPC
Class: |
A63G 21/04 20130101;
A63G 21/06 20130101 |
Class at
Publication: |
104/53 |
International
Class: |
A63G 21/04 20060101
A63G021/04 |
Foreign Application Data
Date |
Code |
Application Number |
Dec 4, 2009 |
DE |
10 2009 047 516.8 |
Claims
1. Rail-travel board system with two parallel rail sections (12,
13, 208), wherein each rail section (12, 13, 208) comprises two
side parts (26, 27) disposed symmetrically with respect to one
another and a middle part (25) disposed between them, characterized
in that the middle part (25) has a surface (43) which supports at
least one wheel (139) of the travel board (90, 205), and that the
side parts (26, 27) comprise outwardly directed side margins (8, 9;
10, 11; 233) for the guidance of obliquely disposed wheels (164,
165, 179, 182, 204) of the travel board (90, 205).
2. Rail-travel board system as in claim 1, characterized in that
the two side parts (26, 27) disposed symmetrically with respect to
one another and the interspaced middle part (25) form a
superstructure (24, 161, 231) wherein the superstructure (24, 161,
231) is disposed on a base (30, 50-58, 160, 230).
3. Rail-travel board system as in claim 1, characterized in that
between the two rail sections (12, 13, 208) two bar profiles (14,
15) extending parallel to one another are disposed which are
comprised of several flat profiles (89, 104, 119) connected with
one another.
4. Rail-travel board system as in claim 3, characterized in that
the rail sections (12, 13, 208) are connected with the bar profiles
(14, 15) across connection elements.
5. Rail-travel board system as in claim 1, characterized in that
the rail system (1, 209) comprises several actuators (20-23; 66,
67; 270-273) which cooperate with sensors (131, 132, 156) of the
travel board (90, 205) disposed on the rail system (1, 209),
wherein via the actuators (20-23; 66, 67; 270-273) the speed of the
travel board (90, 205) as well as the centrifugal forces occurring
during the travel can be determined.
6. Rail-travel board system as in claim 1, characterized in that
the travel board (90, 205) comprises at least one wheel suspension
arrangement (135-138, 200) for each of the rail sections.
7. Rail-travel board system as in claim 1, characterized in that in
the travel board (90, 205) a bar profile (108) is disposed that
comprises several bars (107, 109-118) extending in the longitudinal
direction as well as in the transverse direction of the travel
board (90, 205).
8. Rail-travel board system as in claim 7, characterized in that
the bars (107, 118, 117, 116, 115) extending in the transverse
direction are disposed parallel to one another.
9. Rail-travel board system as in claim 7, characterized in that
the bars (109-114) extending in the longitudinal direction are
disposed parallel to one another.
10. Rail-travel board system as in claim 7, characterized in that
the travel board (90, 205) comprises a hollow profile with several
hollow volumes (301, 302, 310, 319) disposed in the longitudinal
direction and transverse direction of the travel board (90, 205),
wherein the bar profile (108) is disposed resiliently in these
hollow volumes (168-171, 301, 302, 310, 319).
11. Rail-travel board system as in claim 1, characterized in that
the travel board (90, 205) comprises a brake system (105).
12. Rail-travel board system as in claim 1, characterized in that
the travel board (90, 205) comprises sensors (131, 132, 156)
connected to an onboard computer (274) with which the speed of the
travel board (90, 205) as well as the centrifugal forces occurring
during the travel can be determined.
13. Rail-travel board system as in claim 12, characterized in that
the sensors (131-134) of the travel board (90, 205) cooperate with
actuators (20-23; 66, 67; 270-273) of the rail system (12, 13,
208).
14. Rail-travel board system as in claim 1, characterized in that
the travel board (90, 205) is comprised of synthetic material.
Description
DESCRIPTION
[0001] The invention relates to a rail system according to the
preamble of patent claim 1 as well as to a travel board according
to the preamble of patent claim 7.
[0002] Precisely during the summer when there is no snow or in
areas of light snowfall, it is appropriate to provide facilities
that make possible travelling down a mountain slope without having
to depend on snow.
[0003] Known is a leisure apparatus that comprises a travel board
which makes it possible to travel downwardly on a surface (US
2006/0214385 A1). The length of the track or course can herein be
variable.
[0004] Known is further an illuminated track for snowboards
comprised of a rail whose surface is transparent and on which
travel with snowboards, skateboards or similar equipment is enabled
(US 2006/0174428 A1). This track is supported on support members
such that the track extends above ground.
[0005] There is further also known a rail system also supported on
support members (JP 2004 057733). In this system the rails are
connected with one another across connection elements.
[0006] Lastly a cost-effective rail system is also known (DE 10
2008 023 909 B3) which can be traversed using a travel board. This
rail system can readily be assembled and disassembled again whereby
the course can very easily be varied. For this purpose the rail
system is oriented downhill. This can be attained, for example,
thereby that the rail system is erected on a mountain slope. By
means of the travel board fabricated especially for this purpose a
person standing on it can subsequently travel down the slope.
[0007] The present invention addresses the problem of providing a
rail system on which at least one travel board can travel.
[0008] The problem is resolved according to the features of claims
1 and 7.
[0009] The invention consequently relates to a rail system
comprised of two parallel disposed rail sections. Each rail section
comprises a superstructure disposed on a base, the superstructure
having a middle part disposed suspended between two side parts.
Each of these rail sections includes a rail which, in contrast to
the rail described in DE 10 2008 023 909 B3, has expanded side
margins. A person using a travel board especially fabricated for
this purpose can travel on this rail system. The travel board
herein includes at least one wheel suspension arrangement for each
of the rail sections.
[0010] The advantage of this travel board is that the travel board
has a bar profile comprised of several parallel bars which are
oriented in the transverse as well as in the longitudinal direction
of the travel board. This bar profile is disposed within a
synthetic profile implemented as a hollow profile of the travel
board and spring-supported in hollow volumes of the hollow profile.
This enables the travel board to adapt well to the travel
trajectory. The travel board comprises several, preferably three or
four, wheel suspension arrangements including several wheels. A
portion of the wheels of the travel board are disposed on the rail
and a portion of the wheels at least partially beneath the side
margins of the rail. Therewith it becomes possible to travel very
sharp curves with the travel board without the travel board flying
off the rail system.
[0011] To heighten the enjoyment of travel, that travel time is
determined which is required to master a course. Penalty times are
assigned if it is to be assumed that a person, due to too strong an
oblique position in the curves, would have flown off the trajectory
with the travel board. These penalty times are added to the travel
time. Thus, mastering a course also requires skill and anticipatory
travelling. Speed alone is consequently not the only issue.
[0012] The rail system as well as the travel board are shown in the
Figures and will be explained in further detail in the following.
In the drawing depict:
[0013] FIG. 1 a top view onto a segment of a rail system comprised
of two rail sections,
[0014] FIG. 2 a perspective view of a portion of the rail system
according to FIG. 1 toward section A-A,
[0015] FIG. 3 a top view onto a further segment of the rail system
depicted in FIG. 1,
[0016] FIG. 4 a front view onto a connection element,
[0017] FIG. 5 a top view onto a rail section depicted in FIG. 1
according to section B-B,
[0018] FIG. 6 a front view of the connection element according to
FIG. 4 disposed on a base,
[0019] FIGS. 7a to 7d a connection element with which two flat
profiles can be connected with one another,
[0020] FIGS. 8a to 8c attaching the connection element shown in
FIG. 4 to a base,
[0021] FIG. 9 a top view onto a travel board disposed on the rail
system according to FIG. 1,
[0022] FIGS. 10a to 10c a person with the travel board according to
FIG. 9,
[0023] FIG. 11 an interior view of the travel board according to
FIG. 9,
[0024] FIG. 12 a section D-D through the travel board depicted in
FIG. 11,
[0025] FIG. 13 a section E-E through a wheel suspension arrangement
of the travel board according to FIG. 11,
[0026] FIG. 14 an enlarged detail of the wheel suspension
arrangement depicted in FIG. 11,
[0027] FIG. 15 a variant of the wheel suspension arrangement
depicted in FIG. 12,
[0028] FIGS. 16a and 16b a first part of a mounting for a wheel
suspension of the wheel suspension arrangement depicted in FIG.
15,
[0029] FIGS. 17a to 17c a second part for the mounting of the wheel
suspension according to FIGS. 16a and 16b,
[0030] FIG. 18 the mounting composed of the first and second
part,
[0031] FIG. 19 a wheel disposed on the second part of the
mounting,
[0032] FIG. 20 a sensor of the travel board according to FIG.
11,
[0033] FIG. 21 a function diagram for a travel analysis,
[0034] FIG. 22 an enlarged detail of the travel board according to
FIG. 11 toward section I-I,
[0035] FIG. 23 a section K-K through the wheel suspension
arrangement shown in FIG. 13,
[0036] FIG. 24 an enlarged detail of the travel board according to
FIG. 9 toward section J-J,
[0037] FIG. 25 a detail of the travel board toward section L-L
through the travel board depicted in FIG. 9.
[0038] FIG. 1 shows a top view onto a rail system 1 comprising two
rails 2, 3 extending parallel to one another. This rail system 1
forms a track along which a person can travel using a travel board
provided for this purpose. The rail system 1 is for this purpose
preferably erected on a slope such that a person using the travel
board disposed on the rail system 1 can travel down the slope. A
person travelling on a travel board on the rail system 1 is not
shown in FIG. 1. However, the rail system 1 can also be located on
level terrain. In this case the travel board includes a drive
system that enables a person to move on a level track with the
travel board. This drive system can be, for example, an electric or
gasoline motor.
[0039] FIG. 1 shows an ending section 4 with an end 5 as well as a
starting section 6 with a start 7 of the rail system 1. The end 5
as well as the start 7 of the rail system 1 are herein not shown in
their entirety. A middle section is not shown in FIG. 1.
[0040] The two rails 2, 3 are encompassed by a side margin 8, 9 and
10, 11, respectively, wherein the side margins are not provided in
the region of end 5 as well as of start 7 of the rail system 1. The
rails 2, 3 as well as the side margins 8, 9, 10, 11 which encompass
the rails 2, 3 are attached on bases disposed one after the other.
These bases are, however, not evident in FIG. 1.
[0041] The rail system 1 according to FIG. 1 can in principle be
described by two parallel extending rail sections 12, 13. The
structure of the start 7 as well as the end 5 of the rail sections
12, 13 corresponds substantially to the superstructure of the rail
system described in DE 10 2008 023 909 B3.
[0042] Between the two rail sections 12, 13 are provided two bar
profiles 14, 15 disposed parallel to one another. Each of these bar
profiles 14, 15 is comprised of several flat profiles that are
connected with one another across connection elements, which,
however, is not shown in FIG. 1. Each of these bar profiles is thus
structured modularly. The two rail sections 12, 13 are connected
with the two bar profiles 14, 15 across connection elements 16 to
19. The rail sections 12, 13 are also structured modularly and are
comprised of several segments which can be assembled to form the
corresponding rail section 12 and 13.
[0043] The rail system 1 comprises four actuators 20 to 23 disposed
at each ending section 4 and starting section 6 of the rail system
1. These actuators 20 to 23 can be, for example, magnets. Herein
for each rail 20, 21 of each rail section 12, 13 two actuators 20,
22 each or 21, 23, respectively, are provided. The two actuators 20
to 23 of each rail section 12, 13 are disposed opposite one
another. These actuators 20 to 23 serve for determining the speed
attained by a person with a travel board when this person travels
the course from starting section 6 to ending section 4 of the rail
system 1.
[0044] FIG. 2 shows a section A-A through the rail section 12 of
the rail system 1, wherein only a segment of the rail section 12 is
shown. For the sake of clarity, the connection element 19 is not
depicted. The rail section 12 is comprised of a superstructure 24
comprising a middle part 25 as well as two side parts 26, 27
disposed thereon. This superstructure 24 is disposed on a base 30
and secured thereon with securement means, for example bolts. Such
securement means are however not shown in FIG. 2 for the sake of
clarity.
[0045] When assembling the rail section 12 of rail system 1, first,
the middle part 25 is connected with the base 30 by means of
connection elements. Subsequently the side parts 26, 27 are
disposed on the middle part 25 and the connection elements are
tightened whereby the side parts 26, 27 are fixed on the middle
part 25. However, the connection elements are not shown in FIG. 2.
The superstructure 24 consequently is firmly seated on the base 30.
It is therefore not possible for the superstructure 24 to slip. The
base 30, as well as also the superstructure 24, is structured
modularly. The middle part 25 is not directly connected in contact
with the base 30.
[0046] The middle part 25 includes a wall 28 encompassing a hollow
volume 29. The wall 28 of the middle part 25 comprises further four
sections 31 to 34 implemented as hooks. Two sections 31, 34 and 32,
33 are herein each disposed on one side of the middle part 25.
These sections 31 to 34 encompass at least regionally one L-form
section 35 to 38 each of the side parts 26, 27. The side part 27 is
herein mirror-symmetric opposite the side part 28 and has
substantially the shape of an "E".
[0047] Through this disposition of side parts 26, 27 and middle
part 25, the superstructure 24 is in principle a resilient element
that withstands high pressure since the central part 25 is disposed
suspended in the two side parts 26, 27.
[0048] Each side part 26, 27 is disposed with its L-shaped section
35, 37 on the base 30. The L-shaped sections 35, 37 are connected
with a section forming the side walls 39, 40 of side parts 26, 27.
The side wall 39 or 40 of side part 26 and 27, respectively,
extends obliquely upwardly, wherein the inner angle .beta. between
the L-shaped section 35 and the side wall 40 and between the
L-shaped section 37 and the side wall 39 is less than 90.degree..
This angle .beta. is preferably 60.degree. to 80.degree. and
especially preferred 75.degree..
[0049] The L-shaped sections 36 and 38 are disposed in the middle
region of the particular side wall 39 and 40, respectively. The
L-shaped section 36 is disposed above section 35 and the L-shaped
section 38 above section 37. The angle .beta. is here also
preferably 60.degree. to 80.degree. and especially preferred
75.degree.. The side parts 26, 27 include each an upper section 41,
42 substantially implemented in the shape of a U, which section
terminates with a top side 43 of the middle part 25. The two side
parts 26, 27 include further a widened side margin 8, 9. The top
side 43 of the middle part 25 consequently serves as a rail 2, on
which at least a portion of a travel board, not shown in FIG. 2, is
disposed. The two side margins 8, 9, together with the rail 2, form
thus the rail proper on which the travel board is at least
partially disposed. In FIG. 2 can also be seen the actuator 22
which is disposed on the rail 2.
[0050] On the base 30 are disposed two hook elements 46, 47 which
serve for disposing the connection element 19 on the base 30.
Therewith the rail section 12 can be connected with the flat
profile 14 of the rail system 1, as is depicted in FIG. 1.
[0051] The superstructure 24 of the rail section 12 of rail system
1 corresponds thus substantially to the structure of the rail
system described in DE 10 2008 023 909 B3, wherein the rail system
in DE 10 2008 023 909 B3 does not include widened side margins 8,
9.
[0052] In FIG. 3 is depicted a segment of the middle section of
rail system 1, which is not shown in FIG. 1. Evident are the two
parallel rail sections 12, 13 with the two rails 2, 3. Of the two
rail sections 12, 13 only the rails 2, 3 are herein depicted. The
two side margins encompassing the rails 2, 3 are not shown in FIG.
3 such that it can be seen that in the rail sections 12, 13 several
bases 50 to 58 are provided disposed consecutively. In each rail
section 12, 13 the bases 50 to 53 and 54 to 58, respectively, are
spaced apart from one another. Bases 50 to 53 and 54 to 58 of the
two rail sections 12 and 13, respectively, are herein offset with
respect to one another. Each base 50 to 58 comprises on each side
two hook elements 59 to 62 each, as is evident, for example, in the
case of base 52. On these hook elements connection elements can be
disposed with which the particular base can be connected with flat
profiles 14, 15. The base 51 also comprises on each side two hook
elements, wherein only the hook elements 63, 64 can be seen since
on the two opposite hook elements a connection element 65 is
disposed, which connects the base 51 with the two bar profiles 14,
15. These bar profiles 14, 15 are structured modularly such that
these bar profiles 14, 15 are, in fact, comprised of several
consecutively disposed smaller units of flat profiles. However,
this is not shown in FIG. 3.
[0053] In FIG. 3 can also be seen two actuators 66, 67 which are
disposed between the two bar profiles 14, 15. These actuators 66,
67 also serve for enabling the measurement of the speed of a person
located on a travel board. For this purpose the travel board, which
cannot be seen in FIG. 3, comprises sensors which enable the
acquisition of the point in time at which the travel board is moved
past the actuator 66 or 67. These actuators 66, 67 form an
alternative to the actuators 20 to 23 depicted in FIG. 1, although
these actuators 66, 67 can be disposed in addition to actuators 20
to 23.
[0054] FIG. 4 shows a front view of the connection element 19
according to FIG. 1, which means with line of sight in direction C.
The bar profiles 14, 15 as well as the rail sections 12, 13 are not
shown for the sake of clarity. The connection element 19 is
preferably comprised of synthetic material and has a skeleton
structure with a framework that has several openings 70 to 77.
Thereby that the connection element 19 is comprised of synthetic
material and has a skeleton structure, the connection element 19
has only low weight. In a blade element 84 of the connection
element 19 the openings 70 and 71 are disposed. These openings 70,
71 are lead-throughs through which the flat profiles of the bar
profiles 14, 15 can be guided. These openings 70, 71 are located in
a wall 78 of the blade element 84. In the openings 73 and 74 can be
disposed hook elements of a base. A base, however, is not shown in
FIG. 4. In the openings 74 to 77 the rear wall 79 of the connection
element 19 can be seen. In openings 72 and 73 can also be seen a
portion of the rear wall 79 as well as a projection 80 or 81,
respectively. This projection 80 or 81 projects into the opening 72
or 73, respectively. Between the projection 80 and the wall 79 and
between the projection 81 and the wall 79, respectively, can be
seen a passage 82 or 83, respectively, through which one hook
element each of a base can be guided.
[0055] In FIG. 5 is shown a top view onto the rail section 12 of
rail system 1 depicted in FIG. 1, wherein a section B-B through
rail section 12 has been performed. For the sake of clarity only
the middle part 25 of superstructure 24 of rail section 12 is
shown, so that the view onto the rail 2 is possible. Since the side
parts of superstructure 24 are not shown, only the middle part 25
as well as the base 30 is evident. However, the middle part 25 is
only schematically depicted for the sake of clarity, so that in
FIG. 5 the hook-form elements of the middle part 25 are not
depicted. On this base 30 is disposed the connection element 19 via
the hook elements of base 30. The hook elements of base 30 are,
however, not evident in this view.
[0056] Through the openings 70, 71 disposed on the blade element 84
of the connection element 19, one flat profile 89 or 104 of bar
profiles 14, 15, respectively, is guided. In FIG. 5 is also
depicted a portion of a further flat profile 119, which is
connected across a connection element 120 with the flat profile
104.
[0057] FIG. 6 shows a front view onto a connection element 19
disposed on the base 30. Herein only the hook elements 46, 47 of
base 30 can be seen, which are introduced into the openings 72, 73
of connection element 19. On the base 30 is seated the
superstructure 24 of rail section 12. As is also shown in FIG. 5,
the middle part 25 is only shown schematically. By 85 is denoted
the subground on which the rail system 1 is disposed. Through the
two openings 70, 71 implemented as lead-throughs, which are
disposed in the blade element 84 of the connection element 19, the
two flat profiles 89, 104, 14, 15 of the two bar profiles are
guided.
[0058] In FIG. 7a can be seen a side view of the two flat profiles
104, 119 which are to be connected with one another. These two flat
profiles 104, 119 include each one hole 121,122, through which a
fastener of a spring shackle of the connection element 120 can be
guided.
[0059] In FIG. 7b is depicted the connection element 120 which
comprises two spring shackles 123, 124 with one fastener 125, 126
each. Evident are also upper projections 127, 128, disposed
opposite lower projections 129, 130. These projections 127 to 130
are spaced apart from the rear wall 300 such that the two flat
profiles 104, 119 can be laterally slid into the connection element
120.
[0060] In FIG. 7c is shown a section C-C through the connection
element 120, whereby the two opposing projections 127, 130 as well
as the fastener 125 can be recognized.
[0061] After the two flat profiles 104, 119 have been slid into the
connection element 120, the spring shackles 123, 124 are slightly
bent outwardly. The two fasteners 125, 126 have a diameter that is
minimally smaller than the diameter of holes 122 and respectively
121 of flat profiles 104, 119, whereby the fastener 126 can be
introduced into the opening 122 of the flat profile 104 and the
fastener 125 into the opening 121 of flat profile 119. Once the
spring shackles 123, 124 are released again, the fasteners 125, 126
snap into the corresponding holes 121, 122 of the flat profiles
104, 119. Thereby that the holes 121, 122 in flat profiles 104, 119
are larger than the fasteners 125, 126 of spring shackles 123, 124,
the dimensional difference in the extent of the flat profiles 104,
119 can be compensated.
[0062] In FIG. 7d is depicted the connection element 120 according
to FIG. 7c into which the flat profile 119 is introduced. In FIG.
7d is evident that the fastener 125 is disposed in the hole 121 of
flat profile 119.
[0063] In FIGS. 8a to 8c the rail section 12 according to section
B-B depicted in FIG. 1 is depicted. In conjunction with FIGS. 8a to
8c is shown the manner in which the connection element 19 is
attached on base 30 of the rail section 12.
[0064] In FIG. 8a the base 30 with the superstructure 24 disposed
thereon of the rail section 12 is shown. The superstructure 24 and
the base 30 are herein only shown schematically and not in their
entirety. Evident is the hook element 46 of the base 30 on which a
connection element can be disposed.
[0065] In FIG. 8b is shown the manner in which the connection
element 19 is disposed on the base 30. To do so, the connection
element 19 is guided obliquely to the hook element 46 of the base
30, which is indicated by an arrow 86. The hook element 46 is
herein guided through the passage 83 of connection element 19. This
passage 83 is located in the rear wall 79 of connection element 19.
After the hook element 46 has be disposed at least partially in
opening 73 of connection element 19, the connection element 19 is
slid with the wall 79 onto the base 30, which is indicated by the
arrow 87 (FIG. 8c). Thereby the projection 81 of connection element
19 engages underneath the hook element 46 whereby the connection
element 19 is fixed on base 30. Although it cannot be seen in the
FIGS. 8a to 8c, it is obvious to a person of skill in the art that
the hook element 47 adjacent to hook element 46 (cf. FIG. 2) is
introduced correspondingly into the connection element 19. After
the connection element 19 has been disposed on the base 30, the
flat profiles 89, 104 of bar profiles 14, 15 can be connected with
the blade element 84 of the connection element 19. However, this is
not shown in FIGS. 8a to 8c.
[0066] In FIG. 9 is depicted a top view onto a travel board 90
disposed on the rail system 1. Therefore the two rail sections 12,
13 with rails 2, 3 can be seen, which are each encompassed by the
two side margins 8 and 9 and 10, 11 respectively. The two bar
profiles 14 and 15 are not evident in FIG. 9. The travel board 90
is of such width that it is positioned simultaneously on both rails
2, 3.
[0067] The travel board 90, which is preferably comprised of
synthetic material, has an indentation 91 in which a person, not
shown in FIG. 9, can be seated. The travel board includes,
moreover, a handle 92 as well as a belt 93. This belt 93 comprises
an element 94, for example a plug element which can be connected
with a counter-element 95, 96. Since on the travel board 90 two
counter-elements 95, 96 are provided, the belt 93 can either be
connected with the counter-element 95 or with the counter-element
96. The counter-element 95 serves for the purpose of a person
seated in the indentation 91 to be buckled in with the belt 93.
When the belt 93 is connected with the counter-element 96, a loop
can be established therewith with which the travel board 90 can be
comfortably transported.
[0068] On its top side 88 the travel board has a layer of rigid
expanded foam, for example polyphenylene ether (=PPE). The interior
of the travel board 90 is comprised of synthetic material, such as
for example polyurethane. This lends the travel board 90 a very low
weight, whereby it can be transported easily.
[0069] The travel board 90 includes further an opening 97 through
which a grip 98 is guided. Via this grip 98 a brake can be actuated
which is located beneath the travel board 90. The brake is
therefore not visible in FIG. 9. On the travel board 90 is further
provided a display board 99 connected to an electronic travel
analysis system located within the travel board 90. The electronic
travel analysis system is therefore also not visible in FIG. 8.
[0070] FIG. 10a shows a person 100 travelling on the rail system 1
with the travel board 90. The rail system 1 is therein only
depicted schematically. As shown in FIG. 10a, the person 100 is
seated on the travel board 90 and with one hand 101 holds the grip
98 tightly. With the other hand the person 100 holds firmly on the
travel board using the handle 92, the handle 92 not being visible
in FIG. 10a since the hand is obscured by the crossed legs of the
person 100. By means of the belt 93 the person 100 is buckled to
the travel board 90 whereby the person cannot slip off the travel
board 90.
[0071] In FIG. 10b the person 100 is shown who stands with a first
foot 102 at least partially in the indentation 91 of the travel
board 90. With the second foot 103 the person touches the grip 98.
The person 100 is thereby enabled to brake the travel board 90 by
means of the foot 103.
[0072] FIG. 10c shows a side view of the person 100 transporting
the travel board 90. The travel board is herein clamped under the
arm, the belt 93 being hung over the shoulder. Thereby that the
travel board 90 is comprised of a synthetic material, such as for
example polyurethane, the travel board 90 is very light-weight and
can comfortably and easily be transported by means of the belt
93.
[0073] FIG. 11 shows the interior of the travel board 90, which
means the travel board 90 according to FIG. 9 after the top side 88
of rigid expanded foam has been removed. The travel board 90 is
disposed on the rail system 1 such that in FIG. 11 the two rail
sections 12 and 13 are also visible. The two bar profiles 14 and 15
are not shown for the sake of clarity.
[0074] The indentation 91 in FIG. 11 is also indicated in order to
illustrate the position of grip 98. The grip 98 is connected to a
brake system 105 that includes a brake disk. This brake disk is
disposed in a mounting element 106 such that the brake disk is thus
disposed between the mounting element 106 and the rail of rail
section 12, which is the reason for the brake disk not being
visible in FIG. 11. The mounting element 106 is disposed beneath a
bar 107, which is a portion of a bar profile 108. The bar profile
108 is comprised of several bars or rods 109 to 114 and 107, 115 to
118, oriented in the longitudinal as well as in the transverse
direction. The bars 109 to 114 oriented in the longitudinal
direction, as well as the bars 107, 115 to 118, oriented in the
transverse direction, are disposed parallel to one another. Bars
107, 115 to 118 and 109 to 114 are herein disposed in the interior
of the travel board 90. The bars 107, 115 to 118 and 109 to 114 are
thus disposed in the synthetic material layer located beneath the
top side 88 (cf. FIG. 9) of the travel board 90. The synthetic
layer is herein implemented as a hollow profile. This hollow
profile includes hollow volumes through which the bars 107, 115 to
118 and 109 to 114 of bar profile 108 are guided. Bars 107, 115 to
118 and 109 to 114 have some play, that is they are seated loosely
in the hollow volumes of the synthetic material profile implemented
as a hollow profile, whereby the bar profile 108 is supported
flexibly in the travel board 90. Thereby the travel board 90 adapts
optimally to the travel trajectory. The hollow profile with its
hollow volumes can, however, not be seen in FIG. 11.
[0075] Bars 107, 115 to 118 and 109 to 114 of bar profile 108 are
preferably implemented as tubes and herein are preferably comprised
of a light metal, such as, for example, aluminum or titanium, or of
synthetic material. The bar profile 108 has thereby a very low
weight wherewith the weight of the travel board 90 overall is also
very low.
[0076] The travel board 30 comprises three sensors 131, 132 and
156, namely two outer sensors 131, 132 and one inner sensor 156.
These sensors 131, 132 and 156 are connected to an onboard
computer, which, in turn, is connected to the display board 99. The
onboard computer as well as the display board 99 is, however, not
depicted in FIG. 11. With the inner sensor 156 the points in time
are acquired at which the travel board 90 is started and at which
the travel board 90 has reached the finish. The other two, outer
sensors 131, 132 serve for determining the centrifugal forces.
Herein with the sensor 131 the oblique position in right curves and
with sensor 132 the oblique position in left curves is determined.
The higher the pressure onto the outer sensors 131, 132, the
greater are the centrifugal forces within the curves of the track
or, expressed differently, the higher the pressure onto the outer
sensors 131, 132, the greater is the obliquity of the position of
the travel board 90 and therewith also that of the traveler. By
means of the sensors 131, 132 and 156 it is thus determined whether
the curves by the operating person have been travelled at too low
or too high an oblique position and the length of time the traveler
needs to reach from start to finish. Via the onboard computer the
pressure obtained due to the oblique position of the travel board
90 in the curves of the track is converted into time. This time is
added as a penalty time to the time which a person with the travel
board 90 requires from start to finish if it is assumed that the
traveler together with travel board 90 due to the oblique position
would have been thrown from the travel trajectory.
[0077] It is understood that the sensors 131, 132 and 156 can also
be positioned differently in the travel board 90.
[0078] On the bars 107, 115 to 118 and 109 to 114 are provided
several wheel suspension arrangements 135 to 138, wherein on each
side of the travel board 90 two wheel suspension arrangements 137,
138 and 135, 136, respectively, are disposed. In addition to a
central wheel 139 to 142, the wheel suspension arrangements 13 to
138 include each four additional wheels. Two of these wheels are
disposed in the front region 143 to 146 and the other two wheels in
the rearward region 147 to 150 of each wheel suspension arrangement
135 to 138. While the wheels 139 to 142 are disposed on the rails
2, 3 of the rail sections 12, 13, the other wheels are disposed
beneath the side margins 8, 9 and 10, 11, respectively.
[0079] However, in FIG. 11 only the central wheels 139 to 142 are
shown. However, by the reference numbers 151 to 155 the position of
four wheels on the wheel suspension arrangements 135 is
indicated.
[0080] Furthermore, beneath the central wheel 139 two further
opposing wheels are located, which are also disposed beneath the
side margins 10, 11 of the rail section 13. These wheels, however,
cannot be seen in FIG. 11. It is understood that the other wheel
suspension arrangements 136 to 138 also comprise two further wheels
also disposed beneath the central wheels 140 to 142.
[0081] It is obvious to a person of skill in the art that the
travel board 90 can also comprise only three wheel suspension
arrangements. Thus it is, for example, feasible not to provide the
wheel suspension arrangements 137 or 135, whereby the travel board
90 includes only three wheel suspension arrangements. The weight of
the travel board can thereby be further reduced. It is consequently
only necessary to provide at least one wheel suspension arrangement
for each side of the travel board 90.
[0082] In FIG. 11 four connection clips 133, 134, 158 and 159 can
also be seen, with which the bars 115 or 117 are retained in the
synthetic profile of the travel board 90. These connection clips
133, 134, 158, 159 are only shown schematically in FIG. 11. It is
understood that such connection clips can also be disposed on the
other bars 107, 114 and 118.
[0083] FIG. 12 shows a section D-D through the travel board 90
shown in FIG. 11, wherein in FIG. 12 only the detail of the wheel
suspension arrangement 135 is depicted. The travel board 90 is
herein disposed on the rail section 13, which includes a base 160
with a superstructure 161 disposed thereon. However, the rail 3
with the two side margins 10, 11 is only depicted schematically. On
rail 3 is disposed the central wheel 139 of the wheel suspension
arrangement 135. This wheel 139 is attached on a wheel suspension
162. The wheel suspension arrangement 135 is comprised of a middle
section 163 adjoining which is the rearward region 147. Since in
this view the rearward region 147 is disposed in front of the
middle section 163, the wheel suspension 162 on which the central
wheel 139 is attached, cannot be seen in its entirety.
[0084] In the rearward portion region 147 two wheels 164, 165 are
disposed, which are disposed beneath the side margins 10, 11 of the
rail section 13. These wheels 164, 165 are each attached on a wheel
suspension 166, 167, which are disposed in the rearward region 147.
These wheel suspensions 166, 167 include a pin 192, 193. The pins
192, 193 are each disposed in a side 190, 191 of the rearward
portion 147. On these pins 192, 193 the wheels 164 and 165,
respectively, are disposed and rotatably supported by means of ball
bearings 194, 195 and 196, 197, respectively. It is however also
feasible for the wheels 164 and 165 to be fixedly supported on the
particular pin 192 and 193, respectively, and that in this case not
the wheels 164, 165 are rotatably supported on the pins 192 and
193, respectively, but rather that the pins 192, 193 are disposed
rotatably in the rearward region 147 of the wheel suspension
arrangement 135. Therewith the pins 192 and 193 rotate together
with the wheels 164, 165 secured thereon. Through the wheels 164,
165 disposed beneath the side margins 10, 11 of the rail section 12
the travel board 90 is prevented from flying off the rail section
13 since through the disposition of the two wheels 164, 165 the
travel board 90 is prevented from tilting over.
[0085] The wheel suspension arrangement 135 of the travel board 90,
as well as also the other wheel suspension arrangements 136, 137,
138, are hollow profiles comprised of synthetic material and
produced using injection molding methods. The wheel suspension
arrangement 135 includes also hollow volumes 168 to 171 in which
bars 111 to 114 oriented in the longitudinal direction are
disposed. The bars 111 to 114 disposed in the hollow volumes 168 to
171 have herein minimal movement clearance whereby the wheel
suspension arrangement 135 is resiliently supported on bars 111 to
114.
[0086] The two wheels disposed at positions 153, 154 of the front
region 143 correspond to wheels 164, 165. The structure of the
rearward region 147 consequently does not differ from the structure
of the front region 143, for which reason the depiction of the
front region 143 is omitted.
[0087] FIG. 13 shows a section E-E through the middle section 163
of the wheel suspension arrangement 135. The middle section 163 is
comprised of an upper part 172 and a subjacent lower part 173. In
the upper part 172 of the wheel suspension 162 is disposed the
central wheel 139. The wheel 139 is disposed on an axle 174 which
penetrates through the wheel 139 and is connected to two other
axles 175, 176. Ball bearings 177, 178, 198, 199 can also be seen
whereby the wheel 139 is rotatably supported on the axle 174. On
the axle 176 is disposed a wheel 179 which comprises two ball
bearings 180, 181, whereby it is rotatably supported on the axle
176. On axle 175 is also disposed a wheel 182 comprising two ball
bearings 183, 184 whereby it is rotatably supported on axle 175.
The two wheels 179, 182 are also disposed underneath the two side
margins 10, 11 and are in contact with the superstructure 161.
Through these wheels 179, 182 the travel board 90 is prevented from
sliding off the rail section 13. This is attained through the two
side margins 10, 11 which are at least partially disposed above the
two wheels 179, 182. The two wheels 179, 182 serve in particular
for the purpose that the travel board 90 travels uniformly on the
rail system 1.
[0088] Each of the two axles 175, 176 includes a ring 185, 186 each
disposed in a recess 187, 188 of the injection molded part and
fixing the axles 176 and 175, respectively, in the wheel suspension
arrangement 139.
[0089] In FIG. 14 is shown an enlarged detail of the wheel
suspension arrangement 135 shown in FIG. 11. The middle section 163
of the wheel suspension arrangement 135 is comprised of two modules
210 and 211. Each of these modules 210, 211 has two sides 212,
213
[0090] and 214, 215, respectively, that are connected across webs
216, 217. The two modules 210, 211 are connected with connection
elements 218 to 221, 224, 225, for example bolts. Between the
connection elements 224, 225 and 219, 220, respectively; a portion
of the wheel suspension 162 can be seen. In the middle section 163
the central wheel 139 is disposed which is disposed on the rail
section 13, and at the middle section 163 the two wheels 179, 182
can also be seen which are at least partially disposed beneath the
side margins 10, 11 of the rail section 13. On the middle section
163 the front region 143 as well as the rearward region 147 are
disposed. In the rearward region 147 the two pins 192, 193 can be
seen on which the wheels 164, 165 are disposed. However, since the
wheels 164, 165 are disposed beneath the two side margins 10 and
11, respectively, these wheels 164, 165 cannot be seen. In FIG. 14
are also evident two further pins 222, 223 disposed on the front
region 143. These pins 222, 223 also bear one wheel each. The
wheels disposed on pins 222, 223, however, cannot be seen since
these wheels are also disposed beneath the two side margins 10 and
11, respectively. Since the two regions 147 and 143 are structured
identically, a detailed description of the front region 143 is
omitted.
[0091] FIG. 15 shows a variant of a wheel suspension arrangement
200 of the wheel suspension arrangement 135 depicted in FIG. 12.
This wheel suspension arrangement 200 belongs to a travel board
205, of which, however, only a segment is shown. This wheel
suspension arrangement 200 also comprises a middle, a front as well
as a rearward section. Since this wheel suspension arrangement 200,
and therewith the travel board 205, only differ by the front and
rearward section of the wheel suspension arrangement 135, only a
rearward region 201 is shown in FIG. 15, wherein only one side 202
of the rearward region 201 is shown.
[0092] The travel board 205 is disposed with a central wheel 207
rotatably disposed in the middle region 206 on a rail section 208
of a rail system 209. The rail system 209 is herein structured like
the rail system 1 and also comprises a base 230 on which a
superstructure 231 is disposed. This superstructure 231 is also
comprised of a rail 232 with two side margins, wherein in FIG.
15
[0093] only the side margin 233 is evident. The rail section 208 is
thus shown only as a segment.
[0094] On the side 202 of the rearward region 201 a wheel 204 is
rotatably disposed on a fastener 203. The wheel 204 is thus not
disposed on a pin but rather on a fastener 203 secured on the
rearward region 201. The wheel 204 is herein again disposed beneath
a side margin of a rail section, namely beneath the side margin 233
of the rail section 208.
[0095] It is obvious to a person of skill in the art that the side
opposite this side 202 is structured analogously, which is the
reason why a depiction of this side is omitted. The side opposite
side 202 consequently comprises also a wheel that is disposed
beneath the side margin opposite the side margin 233. With these
side margins the travel board 205 is also prevented from leaving
the rail system 209 when the travel board 205 is moved on this rail
system 209.
[0096] FIG. 16a shows a part of the fastener 203. This part is a
first part 234 of a plug connection, which can be connected with a
second part of a plug connection. This second part of a plug
connection is not shown in FIG. 16a. The first part 234 is disposed
directly on the side 202 and comprises three parallel sections 235
to 237. On a wall 238 located in the central region of part 234 are
provided two grooves 239, 240. In each of these grooves 239, 240 a
spring element of the second part can be disposed.
[0097] In FIG. 16b is depicted a top view onto the first part 234
of the fastener 203 shown in FIG. 16a. Evident are the three
sections 235 to 237 all of which are connected with the wall 238.
The middle section 236 is herein at least partially encompassed by
the two lateral sections 235, 237. Opposite the middle section 236
is a further section 241, which is also at least partially
encompassed by the two lateral sections 235, 237. The wall 238
includes two further grooves 242, 243, which are located opposite
the two grooves 239, 240. Into these grooves 242, 243 can also be
introduced one spring each of the second part. The second part,
however, is also not shown in FIG. 16b.
[0098] FIG. 17a shows the underside of the second part 244 of
fastener 203. The part 244 includes a circular cap 245, on which
are disposed four webs 246 to 249. In the central region of the cap
245 an opening 258 is provided.
[0099] In FIG. 17b a section F-F through the second part 244
according to FIG. 17a is depicted. On the cap 245 can be seen the
two webs 246, 247 disposed next to each other, at the end of each
of which a spring 250 respectively 251 is disposed. These springs
250, 251 can be introduced into the adjacent grooves 239 and 240
and, respectively, 242, 243 of the first part 234.
[0100] A section G-G through the second part 244 of the fastener
203 shown in FIG. 17a is shown in FIG. 17c. On the cap 245 are
attached the two oppositely located webs 247 and 248, wherein
groove 251 of web 247 as well as groove 252 of web 248 can be
seen.
[0101] In FIG. 18 is shown the fastener 203 in which the first part
234 is fixed to the second part 244. Herein a top view onto the
second part 244 is shown, which is disposed on the first part 234.
Therefore in FIG. 18 the opening 258 of cap 245 can be seen.
Through the opening 258 the wall 238 of the first part 234 with the
grooves 239, 240, 242, 243 can be seen. The grooves 239, 240, 242,
243 as well as the sections 235 to 237 and 241 of the first part
234 are only indicated in the form of dashed lines.
[0102] FIG. 19 shows the wheel 204 disposed on the second part 244.
Wheel 204 includes two lateral sections 253, 254 in each of which
is located one ball bearing 255, 256. These lateral sections 253,
254 are a portion of a margin 257 of the wheel 204 which is
disposed about the second part 244. Of the second part 244 can be
seen the cap 245 as well as the two webs 247, 248 disposed thereon.
The first part 234 is omitted for the sake of clarity.
[0103] In FIG. 20 a detail is shown of the travel board 90 shown in
FIG. 11 toward section H-H through the travel board 90. This detail
shows the sensor 132 disposed above the bar 117. This sensor 132 is
seated in a region 260 of the travel board 90. Adjacent to the
region 260 is a further region 261 which is a portion of the wheel
suspension arrangement 136 of travel board 90 and is comprised of
synthetic material, for example polyurethane. The region 260 is a
portion of the top side 88 of the travel board 90 and is comprised
of rigid expanded foam.
[0104] The sensor 132 includes a pin 263 disposed in a concavity
264 of region 260 and above bar 117 and is in contact with it. In
the event of a markedly oblique position of the travel board 90,
that is when a person travels very fast with the travel board 90
into a curve, the bar 117--depending on the degree of obliquity of
the travel board 90--exerts a certain pressure onto the sensor 132.
The pressure exerted onto this sensor 132 corresponds to the
centrifugal force acting onto the travel board 90. This pressure is
registered and transmitted to the onboard computer. The onboard
computer subsequently determines via the pressure a certain number
of penalty seconds which the travelling person receives due to the
centrifugal force exerted onto the travel board 90. These penalty
seconds are added to the total travel time required by a person to
complete the course.
[0105] In FIG. 21 is shown a function diagram of the travel
analysis. The system for the travel analysis comprises actuators
270, 271, 272, 273 on a rail system as well as sensors 131, 132 and
156 on the travel board 90. The rail system is herein only shown
schematically, which is the reason why the reference numbers of the
actuators are not referred to the rail system 1.
[0106] The travel board 90 comprises the sensor 156, for acquiring
the starting point as well as the end point of the course, which
comes into contact with actuators 272, 273 disposed at the start as
well as the finish of the course. Therewith the time is acquired
that is required to travel with the travel board 90 from the start
to the finish of the course. Actuators 272 and 273 are preferably
active actuators and can be, for example, magnets, and are disposed
at the start and at the finish of a course.
[0107] The travel board 90 includes further a sensor 131 for the
right-hand position as well as a sensor 132 for the left-hand
position of the travel board 90 and therewith also for the
obliquity of the traveler. These actuators can be passive, for
example bars disposed in the travel board 90 (cf for example FIG.
20), or also active by being disposed on the rail system (in the
form of magnets, cf. for example FIG. 1).
[0108] The sensors 131, 132, 156 are connected to an onboard
computer 274 that is supplied with energy via a power source 275.
This power source 275 can be batteries or an accumulator. The
onboard computer 274 can be switched on and also off via a control
element 276. The onboard computer 274 can also comprise a control
element 277 with which a loudspeaker disposed on the display board
99 can be switched on and off, via which the traveler is informed
of whether the right-hand or the left-hand position of the travel
board 90 was too pronounced.
[0109] This onboard computer 274 is connected to the display board
99. This display board 99 includes a light signal 278 which lights
up when the travel board 90 reaches too marked a right-hand
position as well as a light signal 279 that lights up when the
travel board 90 reaches too marked a left-hand position. Further
provided are two loudspeakers 280, 281, which indicate through
acoustic signals whether, and optionally to what degree, the
left-hand or the right-hand position of the travel board 90 is too
marked. There can also be seen three displays 282, 283, 284. With
display 282 the time is displayed which was determined based on the
too markedly left-hand position of the travel board 90. With
display 283 the time is displayed which was determined based on the
too marked right-hand position of the travel board 90. On both
displays 282, 283 the time is displayed in minutes as well as also
seconds. With the display 284 the total time is displayed wherein
this time is displayed in minutes, seconds, tenths of seconds and
hundredths of seconds. Therewith not only the speed is measured,
but a penalty is also imposed if the traveler has travelled too far
into a left-hand or a right-hand curve and it must be assumed that
the traveler in the normal case would have been thrown out of the
curve. Thus, the driving of the travel board 90 not only requires
speed but also skill and forethought.
[0110] In FIG. 22 is shown an enlarged detail of the travel board
90 toward section I-I, wherein the detail shows in particular the
brake system 105. Evident is the grip 98 connected to the bar 107.
The grip 98 comprises an outer ring 290 which encompasses the bar
107, wherewith the bar 107 is seated in the outer ring 290. Evident
is also an upper synthetic layer 296 comprised of rigid expanded
foam and forming the top side 88 of the travel board 90.
[0111] The brake system 105 comprises the mounting element 106
disposed on the travel board 90, for example on a tube 292 of the
travel board 90. The mounting element 106 includes at one end 295 a
brake disk 293 disposed above the rail 2 of rail section 12. If the
grip 98, which comprises a blade element 297 disposed above the
mounting element 106, is pressed in the direction toward the travel
board 90, e.g. in the direction of arrow 294, pressure is exerted
across the blade element 297 onto the mounting element 106, whereby
the end 295 is moved in the direction of the rail section 12. The
brake disk 293 comes thereby into contact with the rail 2 of the
rail system section 12 whereby the travel board 90 loses speed due
to the generated frictional forces.
[0112] In FIG. 23 a section K-K through the wheel suspension
arrangement 135 depicted in FIG. 13 is shown. Readily visible is
that the wheel suspension arrangement 135 is comprised of two
connected modules 210, 211. These two modules 210, 211 are
connected by means of connection elements, wherein the connection
elements are not shown in FIG. 23. Adjacent to the wheel suspension
arrangement 135 are further synthetic profiles which, however, are
not shown for the sake of clarity. On the middle section 163 are
disposed the front as well as the rearward regions 143 and 147. The
rearward as well as the front region 143, 147 have each a hollow
volume 301, 302 for the axles of a wheel, with the axles not being
shown. Clearly evident is that the sections 163, 143 and 147 are
also hollow profiles such that in FIG. 23 the back walls 307 of the
individual sections 163, 143 and 147 can be seen. In the center of
the middle section 163 is located a hollow volume 310 for the axle
174 of the central wheel 139 wherein the axle 174 as well as the
central wheel 139 cannot be seen in this view.
[0113] FIG. 24 shows a detail of the travel board 90 toward section
J-J through the travel board 90 depicted in FIG. 9. The belt 93 is
guided via an opening 311 into the travel board 90. As can be seen
in FIG. 24, the belt 93 is partially indicated through dashed
lines. The belt 93 includes an eyelet 312 through which a bar is
guided. Based on the position of belt 93 in the travel board 90 the
bar is bar 117. The bar 117 is herein guided through two modules
313, 314 of the wheel suspension arrangement 136, as well as
through a synthetic profile 315. A further synthetic profile 316
disposed above the wheel suspension arrangement 136 as well as of
the synthetic profile 315, can also be seen in FIG. 24. This
synthetic profile 316 forms the top side 88 of travel board 90. The
synthetic profile 316 encompasses at least partially the bar 117
since the synthetic profile 316 includes a U-shaped section 317
that rests on the bar 117. Therewith the synthetic profile 316 is
loosely disposed on the bar 117. Thus the bar 117 is not firmly
disposed in a synthetic profile whereby the bar 117 is resiliently
supported in the travel board 90.
[0114] The eyelet 312 has a diameter minimally larger than the
diameter of bar 117 so that there is a small play between belt 93
and eyelet 312. The belt 93 is thereby fastened loosely on bar 117.
It is understood that the belt 93 can also be secured differently
on the bar 117, for example by means of a loop, which, however, is
not shown in FIG. 24.
[0115] In FIG. 25 is shown a view of the travel board 90 according
to FIG. 11 toward section L-L, wherein only a detail of the travel
board 90 is depicted. Therewith here also the bar 117 is shown on
which the synthetic profile 316 rests. The synthetic profile 316
comprises a hollow volume 319 through which the connection clip 133
is guided. The connection clip 133 rests herein in a concavity 320
on the top side of the synthetic profile 316. The connection clip
133 comprises a substantially elastic element 321, which is guided
through the hollow volume 319 of the synthetic profile 316 as well
as through two oppositely located openings 322, 323 of bar 117.
This element 321 can be, for example, a spring element. The end 303
of the connection clip 133 is herein contoured such that the
connection clip 133 can no longer get back through the opening 323
of bar 117. Thus through the connection clip 133 the rod 117 is
connected with the synthetic profile 316 such that the upper
synthetic profile 316, which forms a portion of the top side 88 of
travel board 90, cannot be removed from the bar 117, and therewith
from the travel board 90, without previously removing the
connection clip 133. Through the connection clip 133 the synthetic
profile 316 is resiliently connected with the bar 117.
[0116] This connection clip 133 is one of several connection clips
which connect the upper synthetic profiles forming the surface 88
of the travel board 90 with the bars 107, 115, 116, 117, oriented
in the transverse direction, of the bar profile 108 (cf. FIG. 11).
The bars 107, 115, 116, 117 are thereby also resiliently connected
with the other synthetic profiles which form the surface 88.
[0117] Consequently the bars extending in the longitudinal
direction as well as the bars extending in the transverse direction
are resiliently supported wherewith the entire bar profile 108 is
resiliently disposed in the travel board 90.
[0118] Assembling the travel board 90 is fairly simple. The
synthetic profiles, the brake and the wheel suspension arrangements
135 to 138 are connected with the bars 109 to 114 thereby that the
bars 109 to 114, 107, 115 to 118 are inserted through the hollow
volumes provided for this purpose (cf. for example hollow volumes
168 to 171 in FIG. 12). Into this framework is moreover inserted
the onboard computer, and the belt 93 as well as the handle 92 are
attached. The brake system 105 is also installed into the
framework. Onto this framework subsequently the synthetic profiles,
intended to form the surface 88, are placed and connected by means
of connection clips with the bars or rods 107, 115 to 118 with the
bars or rods 107, 115 to 118 extending in the transverse
direction.
[0119] The advantage of the invention comprises that the travel
board is disposed on a rail system comprised of two parallel rail
sections.
[0120] Each of these rail sections includes a rail which, compared
to the rail described in DE 10 2008 023 909 B3, has widened side
margins. The travel board includes a bar profile comprised of
several parallel disposed bars extending in the transverse as well
as also in the longitudinal direction of the travel board. This bar
profile is located in the interior of the travel board and is
resiliently supported in hollow volumes of the hollow profile
comprised of a synthetic material. The travel board thereby adapts
optimally to the travel trajectory. The travel board comprises
several, preferably three or four, wheel suspension arrangements
comprising several wheels. A portion of the wheels of the travel
board are disposed on the particular rail and a portion of the
wheels at least partially beneath these side margins of the rail.
It is therewith feasible to travel with the travel board through
very sharp curves without the travel board leaving the rail
system.
[0121] To heighten the travel enjoyment, that travel time is
determined which is required to master the course. Penalty times
are herein imposed when it must be assumed that a person with the
travel board, due to too strong an oblique position, would have
flown off the trajectory in the curves. These penalty times are
added to the travel time. The mastering of a course thus also
requires skill and anticipatory travel. Thus speed is not the only
issue.
[0122] Although the embodiment examples of the invention have been
described above in detail, the invention is not limited to these
embodiment examples. A person of skill in the art understands that
the invention also comprises several different variants with which
the same result is attained as with the embodiment examples
described here. It is therefore obvious to a person of skill in the
art that with the embodiment examples described here the protective
scope of the claims is not restricted and that there are further
variants, modifications and alternatives which fall within the
scope of protection of the claims.
Reference Numbers
[0123] 1 Rail System
[0124] 2 Rail
[0125] 3 Rail
[0126] 4 Ending Section
[0127] 5 End of Ending Section 4
[0128] 6 Starting Section
[0129] 7 Start of Starting section 6
[0130] 8 Side Margin
[0131] 9 Side Margin
[0132] 10 Side Margin
[0133] 11 Side Margin
[0134] 12 Rail Section
[0135] 13 Rail Section
[0136] 14 Bar Profile
[0137] 15 Bar Profile
[0138] 16 Connection Element
[0139] 17 Connection Element
[0140] 18 Connection Element
[0141] 19 Connection Element
[0142] 20 Actuator
[0143] 21 Actuator
[0144] 22 Actuator
[0145] 23 Actuator
[0146] 24 Superstructure
[0147] 25 Middle Part
[0148] 26 Side Part
[0149] 27 Side Part
[0150] 28 Wall
[0151] 29 Hollow Volume
[0152] 30 Base
[0153] 31 Section
[0154] 32 Section
[0155] 33 Section
[0156] 34 Section
[0157] 35 L-shaped Section
[0158] 36 L-shaped Section
[0159] 37 L-shaped Section
[0160] 38 L-shaped Section
[0161] 39 Side Wall
[0162] 40 Side Wall
[0163] 41 Upper Section of 26
[0164] 42 Upper Section of 27
[0165] 43 Top Side of 25
[0166] 44 -
[0167] 45 -
[0168] 46 Hook Element
[0169] 47 Hook Element
[0170] 48 -
[0171] 49 -
[0172] 50 Base
[0173] 51 Base
[0174] 52 Base
[0175] 54 Base
[0176] 55 Base
[0177] 56 Base
[0178] 57 Base
[0179] 58 Base
[0180] 59 Base
[0181] 60 Hook Element
[0182] 61 Hook Element
[0183] 62 Hook Element
[0184] 63 Hook Element
[0185] 64 Hook Element
[0186] 65 Hook Element
[0187] 66 Connection Element
[0188] 67 Actuator
[0189] 68 Actuator
[0190] 68 -
[0191] 69 -
[0192] 70 Opening
[0193] 71 Opening
[0194] 72 Opening
[0195] 73 Opening
[0196] 74 Opening
[0197] 75 Opening
[0198] 76 Opening
[0199] 77 Opening
[0200] 78 Wall
[0201] 79 Back Wall
[0202] 80 Projection
[0203] 81 Projection
[0204] 82 Passage
[0205] 83 Passage
[0206] 84 Blade Element
[0207] 85 Subground
[0208] 86 Arrow
[0209] 87 Arrow
[0210] 88 Top Side
[0211] 89 Flat Profile
[0212] 90 Travel Board
[0213] 91 Indentation
[0214] 92 Handle
[0215] 93 Belt
[0216] 94 Element
[0217] 95 Counter-Element
[0218] 96 Counter Element
[0219] 97 Opening
[0220] 98 Grip
[0221] 99 Display Board
[0222] 100 Person
[0223] 101 Hand
[0224] 102 Foot
[0225] 103 Foot
[0226] 104 Flat Profile
[0227] 105 Brake System
[0228] 106 Mounting Element
[0229] 107 Bar
[0230] 108 Bar Profile
[0231] 109 Bar
[0232] 110 Bar
[0233] 111 Bar
[0234] 112 Bar
[0235] 113 Bar
[0236] 114 Bar
[0237] 115 Bar
[0238] 116 Bar
[0239] 117 Bar
[0240] 118 Bar
[0241] 119 Flat Profile
[0242] 120 Connection Element
[0243] 121 Hole
[0244] 122 Hole
[0245] 123 Spring Shackle
[0246] 124 Spring Shackle
[0247] 125 Fastener
[0248] 126 Fastener
[0249] 127 Upper Projection
[0250] 128 Upper Projection
[0251] 129 Lower Projection
[0252] 130 Lower Projection
[0253] 131 Sensor
[0254] 132 Sensor
[0255] 133 Connection Clip
[0256] 134 Connection Clip
[0257] 135 Wheel Suspension Arrangement
[0258] 136 Wheel Suspension Arrangement
[0259] 137 Wheel Suspension Arrangement
[0260] 138 Wheel Suspension Arrangement
[0261] 139 Central Wheel
[0262] 140 Central Wheel
[0263] 141 Central Wheel
[0264] 142 Central Wheel
[0265] 143 Front Region
[0266] 144 Front Region
[0267] 145 Front Region
[0268] 146 Front Region
[0269] 147 Rearward Region
[0270] 148 Rearward Region
[0271] 149 Rearward Region
[0272] 150 Rearward Region
[0273] 151 Position
[0274] 152 Position
[0275] 153 Position/Position
[0276] 154 Position/Position
[0277] 155 Position
[0278] 156 Sensor
[0279] 157 -
[0280] 158 Connection Clip
[0281] 159 Connection Clip
[0282] 160 Base
[0283] 161 Superstructure
[0284] 162 Wheel Suspension
[0285] 163 Middle Section
[0286] 164 Wheel
[0287] 165 Wheel
[0288] 166 Wheel Suspension
[0289] 167 Wheel Suspension
[0290] 168 Hollow Volume
[0291] 169 Hollow Volume
[0292] 170 Hollow Volume
[0293] 171 Hollow Volume
[0294] 172 Upper Part
[0295] 173 Lower Part
[0296] 174 Axle
[0297] 175 Axle
[0298] 176 Axle
[0299] 177 Ball Bearing
[0300] 178 Ball Bearing
[0301] 179 Wheel
[0302] 180 Ball Bearing
[0303] 181 Ball Bearing
[0304] 182 Wheel
[0305] 183 Ball Bearing
[0306] 184 Ball Bearing
[0307] 185 Ring
[0308] 186 Ring
[0309] 187 Recess
[0310] 188 Recess
[0311] 189 -
[0312] 190 Side
[0313] 191 Side
[0314] 192 Pin
[0315] 193 Pin
[0316] 194 -
[0317] 195 Ball Bearing
[0318] 196 Ball Bearing
[0319] 197 Ball Bearing
[0320] 198 -
[0321] 199 -
[0322] 200 Wheel Suspension Arrangement
[0323] 201 Rearward Region
[0324] 202 Side
[0325] 203 Fastener
[0326] 204 Wheel
[0327] 205 Travel Board
[0328] 206 Middle Region
[0329] 207 Central Wheel
[0330] 208 Rail Section
[0331] 209 Rail System
[0332] 210 Module
[0333] 211 Module
[0334] 212 Side
[0335] 213 Side
[0336] 214 Side
[0337] 215 Side
[0338] 216 Web
[0339] 217 Web
[0340] 218 Connection Element
[0341] 219 Connection Element
[0342] 220 Connection Element
[0343] 221 Connection Element
[0344] 222 Pin
[0345] 223 Pin
[0346] 224 Connection Element
[0347] 225 Connection Element
[0348] 226 -
[0349] 227 -
[0350] 228 -
[0351] 229 -
[0352] 230 Base
[0353] 231 Superstructure
[0354] 232 Rail
[0355] 233 Side Margin
[0356] 234 First Part of a Plug Connection
[0357] 235 Section
[0358] 236 Section
[0359] 237 Section
[0360] 238 Wall
[0361] 239 Groove
[0362] 240 Groove
[0363] 241 Section
[0364] 242 Groove
[0365] 243 Groove
[0366] 244 Second Part of Fastener 203
[0367] 245 Cap
[0368] 246 Web
[0369] 247 Web
[0370] 248 Web
[0371] 249 Web
[0372] 250 Spring
[0373] 251 Spring
[0374] 252 Groove
[0375] 253 Lateral Section
[0376] 254 Lateral Section
[0377] 255 Ball Bearing
[0378] 256 Ball Bearing
[0379] 257 Margin
[0380] 258 Opening
[0381] 259 -
[0382] 260 Region
[0383] 261 Region
[0384] 262 -
[0385] 263 Pin
[0386] 264 Concavity
[0387] 265 -
[0388] 266 -
[0389] 267 -
[0390] 268 -
[0391] 269
[0392] 270 Actuator Unit
[0393] 271 Actuator Unit
[0394] 272 Actuator
[0395] 273 Actuator
[0396] 274 Onboard Computer
[0397] 275 Power Source
[0398] 276 Control Element
[0399] 277 Control Element
[0400] 278 Light Signal
[0401] 279 Light Signal
[0402] 280 Loudspeaker
[0403] 281 Loudspeaker
[0404] 282 Display
[0405] 283 Display
[0406] 284 Display
[0407] 285 -
[0408] 286 -
[0409] 287 -
[0410] 288 -
[0411] 289 -
[0412] 290 Outer Ring
[0413] 291 -
[0414] 292 Tube
[0415] 293 Brake Disk
[0416] 294 Arrow
[0417] 295 End
[0418] 296 Synthetic Layer
[0419] 297 -
[0420] 298 -
[0421] 299 -
[0422] 300 Back Wall
[0423] 301 Hollow Volume
[0424] 302 Hollow Volume
[0425] 303 End of Connection Clip 133
[0426] 304 -
[0427] 305 -
[0428] 306 -
[0429] 307 -
[0430] 308 -
[0431] 309 -
[0432] 310 Hollow Volume
[0433] 311 Eyelet
[0434] 312 Opening
[0435] 313 Module
[0436] 314 Module
[0437] 315 Synthetic Profile
[0438] 316 Synthetic Profile
[0439] 317 U-shaped Section
[0440] 318 -
[0441] 319 Hollow Volume
[0442] 320 Concavity
[0443] 321 Elastic Element
[0444] 322 Opening
[0445] 323 Opening
* * * * *