US20120260815A1

US20120260815A1 - Rail System and a Travel Board for the Rail System

Info

Publication number: US20120260815A1
Application number: US13/512,230
Authority: US
Inventors: Bruno Wilbert
Original assignee: IDEA TV Gesellschaft fur kommunikative Unternehmensbetreuung mbH
Current assignee: IDEA TV Gesellschaft fur kommunikative Unternehmensbetreuung mbH
Priority date: 2009-12-04
Filing date: 2010-10-15
Publication date: 2012-10-18
Also published as: WO2011067028A4; WO2011067028A3; ZA201204037B; CA2782135A1; DE102009047516B4; DE102009047516A1; EP2506944A2; CN102844084A; WO2011067028A2; RU2012127780A; JP2013512696A

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).

Description

DESCRIPTION

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.
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.
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.
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.
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.
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.
The present invention addresses the problem of providing a rail system on which at least one travel board can travel.
The problem is resolved according to the features of claims 1 and 7.
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.
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.
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.

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:

FIG. 1 a top view onto a segment of a rail system comprised of two rail sections,

FIG. 2 a perspective view of a portion of the rail system according to FIG. 1 toward section A-A,

FIG. 3 a top view onto a further segment of the rail system depicted in FIG. 1,

FIG. 4 a front view onto a connection element,

FIG. 5 a top view onto a rail section depicted in FIG. 1 according to section B-B,

FIG. 6 a front view of the connection element according to FIG. 4 disposed on a base,

FIGS. 7 a to 7 d a connection element with which two flat profiles can be connected with one another,

FIGS. 8 a to 8 c attaching the connection element shown in FIG. 4 to a base,

FIG. 9 a top view onto a travel board disposed on the rail system according to FIG. 1,

FIGS. 10 a to 10 c a person with the travel board according to FIG. 9,

FIG. 11 an interior view of the travel board according to FIG. 9,

FIG. 12 a section D-D through the travel board depicted in FIG. 11,

FIG. 13 a section E-E through a wheel suspension arrangement of the travel board according to FIG. 11,

FIG. 14 an enlarged detail of the wheel suspension arrangement depicted in FIG. 11,

FIG. 15 a variant of the wheel suspension arrangement depicted in FIG. 12,

FIGS. 16 a and 16 b a first part of a mounting for a wheel suspension of the wheel suspension arrangement depicted in FIG. 15,

FIGS. 17 a to 17 c a second part for the mounting of the wheel suspension according to FIGS. 16 a and 16 b,

FIG. 18 the mounting composed of the first and second part,

FIG. 19 a wheel disposed on the second part of the mounting,

FIG. 20 a sensor of the travel board according to FIG. 11,

FIG. 21 a function diagram for a travel analysis,

FIG. 22 an enlarged detail of the travel board according to FIG. 11 toward section I-I,

FIG. 23 a section K-K through the wheel suspension arrangement shown in FIG. 13,

FIG. 24 an enlarged detail of the travel board according to FIG. 9 toward section J-J,

FIG. 25 a detail of the travel board toward section L-L through the travel board depicted in FIG. 9.

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.
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.
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.
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.
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.
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.
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.
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.
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”.
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.
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 β 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°. This angle β is preferably 60° to 80° and especially preferred 75°.
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 β is here also preferably 60° to 80° and especially preferred 75°. 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.
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.
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.
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.
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.
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.
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.
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.
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.
In FIG. 7 a 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.
In FIG. 7 b 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.
In FIG. 7 c 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.
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.
In FIG. 7 d is depicted the connection element 120 according to FIG. 7 c into which the flat profile 119 is introduced. In FIG. 7 d is evident that the fastener 125 is disposed in the hole 121 of flat profile 119.
In FIGS. 8 a to 8 c the rail section 12 according to section B-B depicted in FIG. 1 is depicted. In conjunction with FIGS. 8 a to 8 c is shown the manner in which the connection element 19 is attached on base 30 of the rail section 12.
In FIG. 8 a 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.
In FIG. 8 b 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. 8 c). 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. 8 a to 8 c, 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. 8 a to 8 c.
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.
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.
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.
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.
FIG. 10 a 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. 10 a, 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. 10 a 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.
In FIG. 10 b 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.
FIG. 10 c 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.
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.
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.
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.
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.
It is understood that the sensors 131, 132 and 156 can also be positioned differently in the travel board 90.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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
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.
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.
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
only the side margin 233 is evident. The rail section 208 is thus shown only as a segment.
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.
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.
FIG. 16 a 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. 16 a. 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.
In FIG. 16 b is depicted a top view onto the first part 234 of the fastener 203 shown in FIG. 16 a. 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. 16 b.
FIG. 17 a 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.
In FIG. 17 b a section F-F through the second part 244 according to FIG. 17 a 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.
A section G-G through the second part 244 of the fastener 203 shown in FIG. 17 a is shown in FIG. 17 c. 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.
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.
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.
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.
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.
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.
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.
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).
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
The advantage of the invention comprises that the travel board is disposed on a rail system comprised of two parallel rail sections.
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.
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.
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

1 Rail System
2 Rail
3 Rail
4 Ending Section
5 End of Ending Section 4
6 Starting Section
7 Start of Starting section 6
8 Side Margin
9 Side Margin
10 Side Margin
11 Side Margin
12 Rail Section
13 Rail Section
14 Bar Profile
15 Bar Profile
16 Connection Element
17 Connection Element
18 Connection Element
19 Connection Element
20 Actuator
21 Actuator
22 Actuator
23 Actuator
24 Superstructure
25 Middle Part
26 Side Part
27 Side Part
28 Wall
29 Hollow Volume
30 Base
31 Section
32 Section
33 Section
34 Section
35 L-shaped Section
36 L-shaped Section
37 L-shaped Section
38 L-shaped Section
39 Side Wall
40 Side Wall
41 Upper Section of 26
42 Upper Section of 27
43 Top Side of 25
44 -
45 -
46 Hook Element
47 Hook Element
48 -
49 -
50 Base
51 Base
52 Base
54 Base
55 Base
56 Base
57 Base
58 Base
59 Base
60 Hook Element
61 Hook Element
62 Hook Element
63 Hook Element
64 Hook Element
65 Hook Element
66 Connection Element
67 Actuator
68 Actuator
68 -
69 -
70 Opening
71 Opening
72 Opening
73 Opening
74 Opening
75 Opening
76 Opening
77 Opening
78 Wall
79 Back Wall
80 Projection
81 Projection
82 Passage
83 Passage
84 Blade Element
85 Subground
86 Arrow
87 Arrow
88 Top Side
89 Flat Profile
90 Travel Board
91 Indentation
92 Handle
93 Belt
94 Element
95 Counter-Element
96 Counter Element
97 Opening
98 Grip
99 Display Board
100 Person
101 Hand
102 Foot
103 Foot
104 Flat Profile
105 Brake System
106 Mounting Element
107 Bar
108 Bar Profile
109 Bar
110 Bar
111 Bar
112 Bar
113 Bar
114 Bar
115 Bar
116 Bar
117 Bar
118 Bar
119 Flat Profile
120 Connection Element
121 Hole
122 Hole
123 Spring Shackle
124 Spring Shackle
125 Fastener
126 Fastener
127 Upper Projection
128 Upper Projection
129 Lower Projection
130 Lower Projection
131 Sensor
132 Sensor
133 Connection Clip
134 Connection Clip
135 Wheel Suspension Arrangement
136 Wheel Suspension Arrangement
137 Wheel Suspension Arrangement
138 Wheel Suspension Arrangement
139 Central Wheel
140 Central Wheel
141 Central Wheel
142 Central Wheel
143 Front Region
144 Front Region
145 Front Region
146 Front Region
147 Rearward Region
148 Rearward Region
149 Rearward Region
150 Rearward Region
151 Position
152 Position
153 Position/Position
154 Position/Position
155 Position
156 Sensor
157 -
158 Connection Clip
159 Connection Clip
160 Base
161 Superstructure
162 Wheel Suspension
163 Middle Section
164 Wheel
165 Wheel
166 Wheel Suspension
167 Wheel Suspension
168 Hollow Volume
169 Hollow Volume
170 Hollow Volume
171 Hollow Volume
172 Upper Part
173 Lower Part
174 Axle
175 Axle
176 Axle
177 Ball Bearing
178 Ball Bearing
179 Wheel
180 Ball Bearing
181 Ball Bearing
182 Wheel
183 Ball Bearing
184 Ball Bearing
185 Ring
186 Ring
187 Recess
188 Recess
189 -
190 Side
191 Side
192 Pin
193 Pin
194 -
195 Ball Bearing
196 Ball Bearing
197 Ball Bearing
198 -
199 -
200 Wheel Suspension Arrangement
201 Rearward Region
202 Side
203 Fastener
204 Wheel
205 Travel Board
206 Middle Region
207 Central Wheel
208 Rail Section
209 Rail System
210 Module
211 Module
212 Side
213 Side
214 Side
215 Side
216 Web
217 Web
218 Connection Element
219 Connection Element
220 Connection Element
221 Connection Element
222 Pin
223 Pin
224 Connection Element
225 Connection Element
226 -
227 -
228 -
229 -
230 Base
231 Superstructure
232 Rail
233 Side Margin
234 First Part of a Plug Connection
235 Section
236 Section
237 Section
238 Wall
239 Groove
240 Groove
241 Section
242 Groove
243 Groove
244 Second Part of Fastener 203
245 Cap
246 Web
247 Web
248 Web
249 Web
250 Spring
251 Spring
252 Groove
253 Lateral Section
254 Lateral Section
255 Ball Bearing
256 Ball Bearing
257 Margin
258 Opening
259 -
260 Region
261 Region
262 -
263 Pin
264 Concavity
265 -
266 -
267 -
268 -
269
270 Actuator Unit
271 Actuator Unit
272 Actuator
273 Actuator
274 Onboard Computer
275 Power Source
276 Control Element
277 Control Element
278 Light Signal
279 Light Signal
280 Loudspeaker
281 Loudspeaker
282 Display
283 Display
284 Display
285 -
286 -
287 -
288 -
289 -
290 Outer Ring
291 -
292 Tube
293 Brake Disk
294 Arrow
295 End
296 Synthetic Layer
297 -
298 -
299 -
300 Back Wall
301 Hollow Volume
302 Hollow Volume
303 End of Connection Clip 133
304 -
305 -
306 -
307 -
308 -
309 -
310 Hollow Volume
311 Eyelet
312 Opening
313 Module
314 Module
315 Synthetic Profile
316 Synthetic Profile
317 U-shaped Section
318 -
319 Hollow Volume
320 Concavity
321 Elastic Element
322 Opening
323 Opening

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.