US20150135983A1 - Zipline braking system - Google Patents
Zipline braking system Download PDFInfo
- Publication number
- US20150135983A1 US20150135983A1 US14/519,693 US201414519693A US2015135983A1 US 20150135983 A1 US20150135983 A1 US 20150135983A1 US 201414519693 A US201414519693 A US 201414519693A US 2015135983 A1 US2015135983 A1 US 2015135983A1
- Authority
- US
- United States
- Prior art keywords
- claw mechanism
- zipline
- stopping member
- connection member
- braking system
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H9/00—Brakes characterised by or modified for their application to special railway systems or purposes
- B61H9/02—Brakes characterised by or modified for their application to special railway systems or purposes for aerial, e.g. rope, railways
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D63/00—Brakes not otherwise provided for; Brakes combining more than one of the types of groups F16D49/00 - F16D61/00
- F16D63/008—Brakes acting on a linearly moving member
Definitions
- the invention relates to ziplines, and more specifically to a zipline braking system for decelerating a zipline rider as the rider reaches the end of the zipline.
- Ziplines allow riders to travel from one point to another. They are used for various purposes, including as thrill rides and tourist attractions. Ziplines generally include two supports and a cable suspending between the two. There is generally an area on each support, usually a platform, to allow riders to embark and disembark from the zipline. Harnesses and pulleys are used for transporting and providing support to the zipline riders.
- zipline braking systems have been adopted by zipline operators. Some systems require a rider to move a static mass of springs whereas others incorporate a speed limiting trolley. Other zipline braking systems involve guide operated ropes that are dependent on a human guide applying friction to a rope attached to a catch block as the zipline rider reaches the end of the zipline ride. As such, these systems are susceptible to human errors. In addition, zipline riders often complain that present braking systems cause pain to their necks or backs due to the dramatic speed decrease upon a zipline rider reaching the end of the zipline. Some braking systems also create a loud crashing sound that is not appealing to zipline riders.
- a zipline braking system comprising: a zipline cable and a destination supporting member; a rider carrier coupled to the zipline cable for movement towards the destination supporting member, such movement generating kinetic energy; a damper having a posterior end and an anterior end and connected to the destination supporting member at the posterior end; a tension line; a connection member coupled to the zipline cable and configured to engage the rider carrier; a stopping member coupled to the zipline cable and the tension line; and the tension line for transferring the kinetic energy to the damper upon the connection member engaging the stopping member in movement to the destination supporting member.
- a method for decelerating a rider carrier travelling towards a destination supporting member along a zipline, the destination supporting member having a damper comprising providing a connection member coupled to the zipline cable; providing a stopping member coupled to the zipline cable and a tension line; and transferring kinetic energy of the rider carrier to the damper with the tension line upon engagement of the rider carrier with the connection member and engagement of the connection member with the stopping member.
- a zipline riding system comprising: an origination supporting member and a destination supporting member; a damper connected to the destination supporting member; a rider carrier coupled to a zipline cable for movement from the origination supporting member to the destination supporting member; a connection member coupled to the zipline cable and configured to engage the rider carrier; and, a braking system including: a primary stopping member coupled to the zipline cable and a tension line; a secondary stopping member for engaging the damper, the secondary stopping member coupled to the zipline cable and situated between the primary stopping member and the damper; the tension line being led around a foot block and engaging the secondary stopping member; and, the braking system having an uncompressed configuration where the damper is in an uncompressed state and a compressed configuration where the damper is in a compressed state; wherein the when rider carrier in movement towards the destination supporting member along the zipline cable, the connection member engages the rider carrier and the connection member engages the primary stopping member, and upon such engagement, the primary stopping member moves toward
- a zipline riding system comprising: an origination supporting member and a destination supporting member; a damper connected to the destination supporting member; a rider carrier coupled to a zipline cable for movement from the origination supporting member to the destination supporting member; a connection member coupled to the zipline cable and configured to engage the rider carrier; and, a braking system including: a primary stopping member coupled to the zipline cable and a tension line; a secondary stopping member for engaging the damper, the secondary stopping member coupled to the zipline cable and situated between the primary stopping member and the damper; a compression line that engages the secondary stopping member and is led around a movable member; a tension line being led around a foot block not coupled to the zipline and the movable member; and, a braking system having an uncompressed configuration where the damper is in an uncompressed state and a compressed configuration where the damper is in a compressed state; wherein the rider carrier in movement towards the destination supporting member along the zipline cable is engaged by
- a method for decelerating a zipline rider on a rider carrier travelling on a zipline cable from an origination supporting member toward a destination supporting member having a damper comprising: providing a connection member coupled to the zipline cable; providing a primary stopping member for asserting a deceleration force on the rider carrier in a direction away from the destination supporting member; providing a secondary stopping member for engaging the damper; providing a tension line tied to the primary stopping member; and, engaging the tension line with the secondary stopping member such that movement of the primary stopping member towards the destination supporting member after engagement with connection member and the connection member engaging the rider carrier leads the tension line to cause the secondary stopping member to move towards the destination supporting member and compression of the damper.
- FIG. 1A is a top view illustrating a zipline braking system in an uncompressed configuration according to an embodiment of the invention
- FIG. 1B is a top view illustrating the zipline braking system of FIG. 1A in an uncompressed configuration wherein the rider carrier has engaged the connection member, according to an embodiment of the invention
- FIG. 1C is a top view illustrating the zipline braking system of FIG. 1A in a compressed configuration according to an embodiment of the invention
- FIG. 2A is a side view illustrating a rider carrier with a side plate removed according to an embodiment of the invention
- FIGS. 2B , 2 C and 2 D illustrate cross sectional views of the top, side and end views, respectively, of a rider carrier according to an embodiment of the invention
- FIG. 3A is a side view illustrating a connection member with a side plate removed with the first and second claw systems in a disengaged configuration according to an embodiment of the invention
- FIGS. 3B , 3 C and 3 D illustrate cross sectional views of the side, top and end views, respectively, of a connection member according to an embodiment of the invention
- FIG. 4A is a top view illustrating the primary stopping member with the top plate removed and an anchored roller in a disengaged position according to an embodiment of the invention
- FIG. 4B is a top view illustrating the primary stopping member with the top plate removed and an anchored roller in an engaged position according to an embodiment of the invention
- FIGS. 4C , 4 D and 4 E illustrate cross sectional views of the top, side and end views, respectively, of a clutchless primary stopping member according to an embodiment of the invention
- FIG. 4F illustrates cross sectional view of a clutched primary stopping member according to an embodiment of the invention
- FIG. 5A is a side view illustrating the secondary stopping member of the zipline braking system according to an embodiment of the invention.
- FIG. 5B is a front view illustrating the secondary stopping member of the zipline braking system according to an embodiment of the invention.
- FIGS. 6A , 6 B and 6 C illustrate cross sectional views of the end, top and side views, respectively, the secondary stopping member of the zipline braking system according to an embodiment of the invention
- FIG. 7A is a side view illustrating a zipline braking system in an uncompressed configuration according to an embodiment of the invention.
- FIG. 7B is a side view illustrating the zipline braking system of FIG. 7A in a compressed configuration according to an embodiment of the invention
- FIG. 8A is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention.
- FIG. 8B is a top view illustrating the zipline braking system of FIG. 8A in a compressed configuration according to another embodiment of the invention.
- FIG. 9A is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention.
- FIG. 9B is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention.
- FIG. 10A is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention.
- FIG. 10B is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention.
- FIG. 11 is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention.
- FIG. 12 is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention.
- FIG. 13 is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention.
- FIG. 14 is side view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention.
- FIG. 15 is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention.
- the present invention is directed generally to a braking system that may enhance the experience of zipline riders through reduction in jarring and abrasive braking.
- the present invention may provide for safety redundancy whereby braking and stopping of a zipline rider is done by a connection member, primary stopping member, a damper, and optionally a secondary stopping member.
- the present invention provides a zipline braking system that is based partially on conversion of kinetic energy to potential energy temporarily stored in dampers. The stored energy is subsequently used to restore the original geometry of the braking system.
- the braking system may provide a geometric advantage such that braking of the zipline rider may be done at a reduced impact speed and rate of deceleration.
- FIG. 1A is a top view illustrating a zipline braking system in an uncompressed configuration according to an embodiment of the invention
- FIG. 1B is a top view illustrating a zipline braking system in an uncompressed configuration wherein the rider carrier has engaged the connection member
- FIG. 1C is a top view illustrating the zipline braking system of FIG. 1A in a compressed configuration according to an embodiment of the invention. According to one embodiment of the present invention as illustrated in FIGS.
- a zipline braking system includes a destination supporting member 130 connected to a zipline cable 106 , a damper 102 connected to the destination supporting member 130 , base foot blocks 110 a and 110 b at the posterior end of the damper 102 , a front foot block 112 attached to the secondary stopping member 120 and located at the anterior end of the damper 102 .
- a primary stopping member 104 is connected to a tension line 140 , the tension line being led around a side stand-up block 142 , the base foot blocks 110 a and 110 b, and the front foot block 112 .
- the side stand-up block 142 is connected to the destination supporting member 130 . In other embodiments, the side stand-up block 142 is connected to a side supporting member.
- a rider carrier 160 moving from the origination supporting member towards the destination supporting member 130 engages the connection member 162 and the connection member 162 engages the primary stopping member 104 .
- the rider carrier 160 causes the connection member 162 and primary stopping member 104 to move towards the destination supporting member 130 (causing a decelerating force to be exerted on the rider carrier 160 in a direction away from the destination supporting member 130 , as described below).
- the movement of the primary stopping member 104 creates tension in the tension line 140 , and the tension in the tension line 140 causes compression of the damper 102 .
- the compression of the damper 102 and movement of the primary stopping member 104 result in an increase in length of a segment 40 a of the tension line 140 between the side stand-up block 142 and the primary stopping member 104 .
- Such compression and movement also decrease the length of segments 40 b and 40 c of the tension line 140 (that is fixed to the securing member 144 on the destination supporting member 130 and led around the front foot block 112 and the base foot blocks 110 a and 110 b around the damper 102 .
- the decrease in the tension line segments 40 b and 40 c cause the secondary stopping member 120 to move towards the destination support member 130 and further compressing the damper 102 .
- the tension line 140 includes a tension line clutch 9 which can be provided to prevent the primary stopping member 104 from rolling back towards the origination supporting member.
- the securing member 144 may be a cam cleat, a jam cleat, or a clam cleat.
- the securing member 144 may be a marine grade horn cleat rated for loads that are higher than 3,000 pounds in weight.
- engagement between the connection member and the rider carrier as well as engagement between the connection member and the primary stopping member can be provided in a variety of different ways.
- the means by which engagement is provided can be mechanically based, magnetic based or other means that would be readily know to a worker skilled in the art, and can include a latch engagement system, claw engagement mechanism, magnetic engagement system, VelcroTM type engagement system, or the like.
- the means for engagement between the connection member and the rider carrier can be the same or different from the engagement means between the connection member and the primary stopping member.
- the means for engagement can be selected to provides a desired level of engagement force (for example the engagement force limits disengagement during the decompression of the damping system subsequent to the stopping of the rider carrier by the braking system) as well as providing a means for disengagement thereby enabling resetting of the braking system for use by a subsequent rider.
- a desired level of engagement force for example the engagement force limits disengagement during the decompression of the damping system subsequent to the stopping of the rider carrier by the braking system
- FIG. 2A illustrates a rider carrier 160 in accordance with one embodiment, wherein the rider carrier 160 is mounted on the zipline cable 106 and is held in place on the zipline cable 106 with at least one set of guide rollers 300 , one roller on each side of the zipline cable 106 .
- the rider carrier 160 comprises two side plates 302 , one of which has been removed for ease of viewing the interior of the rider carrier 160 , an anterior plate 304 at the anterior end of the rider carrier 160 , and bumpers 310 at the anterior end of the rider carrier 160 .
- Integrated within the side plates is at least one connection mechanism 325 , which provides a means for the coupling of the rider to the rider carrier.
- this interconnection mechanism can be a bore through which a locking connection device can be inserted and subsequently coupled to a harness which is worn by the rider.
- the rider carrier 160 further includes one or more capture plates 320 which are configured to be engaged by a first claw mechanism of the connection member 162 thereby interconnecting the connection member 162 and the rider carrier 160 .
- the side plates may be held together by screws and nuts or other fasteners known to a person skilled in the art and may contain screw slots.
- the rider carrier 160 may include 2 sets of guide rollers 200 , two rollers on each side of the zipline cable 106 .
- FIGS. 2B , 2 C and 2 D illustrate cross sectional views of the top, side and end views, respectively, of a rider carrier 160 according to an embodiment of the invention.
- the rider carrier 160 is mounted on the zipline cable 106 and is held in place on the zipline cable 106 with at least one set of guide rollers 3000 , wherein these guide rollers are positioned on the top side of the zipline cable 106 .
- the rider carrier comprises two side plates 3020 . Integrated within the side plates is at least one connection mechanism 3250 , which provides a means for the coupling of the rider to the rider carrier.
- this interconnection mechanism can be a bore through which a locking connection device can be inserted and subsequently coupled to a harness which is worn by the rider.
- the connection mechanism provides a location for the connection of a suspension harness 3251 which is coupled to the safety harness worn by the rider.
- the rider carrier further includes one or more capture plates 3200 which are configured to be engaged by a first claw mechanism of the connection member 162 thereby interconnecting the connection member 162 and the rider carrier 160 .
- the side plates may be held together by screws and nuts or other fasteners known to a person skilled in the art and may contain screw slots.
- the rider carrier may be made of a light weight material.
- side plates and anterior plate may be made of aluminum, steel, cast iron, plastic, carbon fibre, or a combination of materials known to persons skilled in the art.
- the bumpers may be made of rubber, elastomer or other shock absorbing materials known to a person skilled in the art.
- FIG. 3A illustrates a connection member 162 in accordance with one embodiment, wherein the connection member 162 is mounted on the zipline cable 106 and is held in place on the zipline cable 106 with at least one set of guide rollers 354 , one roller on each side of the zipline cable 106 , or 3 guide rollers 354 wherein two rollers are positioned on one side of the zipline 106 and the third roller is positioned on the other side of the zipline 106 .
- the connection member 162 comprises two side plates 366 , one of which has been removed for ease of viewing the interior of the connection member 162 , an anterior plate 362 and bumpers 360 at the anterior end of the connection member 162 .
- the connection member 162 further includes a posterior plate 363 and bumpers 361 at the posterior end thereof.
- the side plates may be held together by screws and nuts or other fasteners known to a person skilled in the art and may contain screw slots.
- connection member 162 further includes a first claw mechanism 350 positioned at the posterior end and a second claw mechanism 352 positioned at the anterior end.
- the first claw mechanism 350 is configured to engage the capture plate 320 of the rider carrier 160 and the second claw mechanism 352 is configured to engage the captures plate 271 of the primary stopping member 104 .
- the first claw mechanism further includes a biasing device 356 , for example a spring or other biasing device, wherein the biasing device is configured to bias the first claw mechanism into a closed or engaged position, thereby engaging the capture plate 320 of the rider carrier 160 .
- the second claw mechanism further includes a biasing device 358 , for example a spring or other biasing device, wherein the biasing mechanism is configured to bias the second claw mechanism into a closed or engaged position, thereby engaging the capture plate 271 of the primary stopping member 104 .
- a biasing device 358 for example a spring or other biasing device, wherein the biasing mechanism is configured to bias the second claw mechanism into a closed or engaged position, thereby engaging the capture plate 271 of the primary stopping member 104 .
- the first and second claw mechanisms transition from an open configuration to a closed configuration due to gravity, wherein the weight of the claw itself provides sufficient force to transition the claw mechanism from an open to closed position.
- the first claw mechanism 350 is retained in a closed or engaged positioned by the biasing device 356 , and upon contact of the rider carrier with the connection member 162 , the capture plate 320 of the rider carrier 160 force the first claw mechanism towards an open position. Upon passage of the capture plate 320 of the rider carrier 160 a predetermined distance, the first claw mechanism is forced by the biasing device 356 towards the closed or engaged position thereby engaging the rider carrier 160 .
- the bumpers 310 of the rider carrier 160 and the bumpers 361 of the connection member 162 can contact or optionally partially compress upon engagement, thereby limiting the relative movement of the rider carrier 160 with respect to the connection member 162 .
- the first claw mechanism is retained in an open position by a retention mechanism associated therewith, such that upon contact with the rider carrier 160 , the retention mechanism is deactivated and the first claw mechanism is biased towards the closed or engaged position by the biasing device 356 .
- the retention mechanism can be a mechanical switch or other means as would be readily understood by a worker skilled in the art.
- the second claw mechanism 352 is retained in a closed or engaged positioned by the biasing device 358 , and upon contact of the connection member 162 with the primary stopping member 104 , the capture plate 271 of the primary stopping member 104 force the second claw mechanism towards an open position. Upon passage of the capture plate 271 of the primary stopping member 104 a predetermined distance, the second claw mechanism is forced by the biasing device 358 towards the closed or engaged position thereby engaging the primary stopping member 104 .
- the bumpers 210 of the primary stopping member 104 and the bumpers 361 of the connection member 162 can contact or optionally partially compress upon engagement, thereby limiting the relative movement of the connection member 162 with respect to the primary stopping member 104 .
- the second claw mechanism is retained in an open position by a retention mechanism associated therewith, such that upon contact with the primary stopping member 104 , the retention mechanism is deactivated and the second claw mechanism is biased towards the closed or engaged position by the biasing device 358 .
- the retention mechanism can be a mechanical switch or other means as would be readily understood by a worker skilled in the art.
- connection member includes a secondary first claw mechanism 371 which is configured to provide additional engagement of the connection member 162 with the rider carrier 160 .
- connection member includes a secondary second claw mechanism 372 which is configured to provide additional engagement of the connection member 162 with the primary stopping member 104 .
- FIGS. 3B , 3 C and 3 D illustrate cross sectional views of the side, top and end views, respectively, of a connection member according to an embodiment of the invention.
- the connection member 162 is mounted on the zipline cable 106 and is held in place on the zipline cable 106 with 3 guide rollers 3540 wherein two rollers are positioned on the underside side of the zipline 106 and the third roller is positioned on the top side of the zipline 106 .
- the connection member 162 comprises two side plates 3660 , an anterior plate 3620 and bumper 3600 at the anterior end of the connection member 162 .
- the connection member 162 further includes a posterior plate 3630 which may optionally include a bumper at the posterior end thereof.
- connection member 162 further includes a first claw mechanism 3500 positioned at the posterior end and a second claw mechanism 3520 positioned at the anterior end.
- the first claw mechanism 3500 is configured to engage the capture plate 3200 of the rider carrier 160 and the second claw mechanism 3520 is configured to engage the captures plate 2710 of the primary stopping member 104 .
- the first claw mechanism further includes a biasing device (not illustrated), for example a spring or other biasing device, wherein the biasing device is configured to bias the first claw mechanism into a closed or engaged position, thereby engaging the capture plate 3200 of the rider carrier 160 .
- the second claw mechanism further includes a biasing device (not illustrated), for example a spring or other biasing device, wherein the biasing mechanism is configured to bias the second claw mechanism into a closed or engaged position, thereby engaging the capture plate 2710 of the primary stopping member 104 .
- a biasing device for example a spring or other biasing device, wherein the biasing mechanism is configured to bias the second claw mechanism into a closed or engaged position, thereby engaging the capture plate 2710 of the primary stopping member 104 .
- the first claw mechanism 3500 is retained in a closed or engaged positioned by the biasing device, and upon contact of the rider carrier with the connection member 162 , the capture plate 3200 of the rider carrier 160 force the first claw mechanism towards an open position. Upon passage of the capture plate 3200 of the rider carrier 160 a predetermined distance, the first claw mechanism is forced by the biasing device towards the closed or engaged position thereby engaging the rider carrier 160 .
- the bumper 3600 of the connection member 162 contacts the rider carrier or optionally the bumper 3600 partially compress upon engagement, thereby limiting the relative movement of the rider carrier 160 with respect to the connection member 162 .
- the second claw mechanism 3520 is retained in a closed or engaged positioned by the biasing device, and upon contact of the connection member 162 with the primary stopping member 104 , the capture plate 2710 of the primary stopping member 104 forces the second claw mechanism towards an open position. Upon passage of the capture plate 2710 of the primary stopping member 104 a predetermined distance, the second claw mechanism is forced by the biasing device towards the closed or engaged position thereby engaging the primary stopping member 104 .
- the bumper 2100 of the primary stopping member can contact the connection member or optionally the bumper 2100 partially compress upon engagement, thereby limiting the relative movement of the primary stopping member 104 with respect to the connection member 162 .
- connection member may be made of a light weight material.
- side plates, posterior plate and anterior plate may be made of aluminum, steel, cast iron, plastic, carbon fibre, or a combination of materials known to persons skilled in the art.
- the bumpers and may be made of rubber, elastomer or other shock absorbing materials known to a person skilled in the art.
- FIG. 4A is a top view of the primary stopping member 104 with a top plate removed and of an anchored roller 218 in a disengaged position 280 according to an embodiment of the invention.
- FIG. 4B is a top view of the primary stopping member 104 of FIG. 4A with the top plate removed and of the anchored roller 218 in an engaged position 282 according to an embodiment of the invention.
- the primary stopping member 104 is mounted on the zipline cable 106 and is held in place on the zipline cable 106 with at least one set of guide rollers 200 , one roller on each side of the zipline cable 106 .
- the primary stopping member 104 comprises the top plate, a bottom plate 206 , an anterior plate at the anterior end of the primary stopping member 104 , a posterior plate 212 , and bumpers 210 at the posterior end of the primary stopping member 104 .
- the primary stopping member 104 further includes one or more capture plates 271 which are configured to be engaged by a second claw mechanism of the connection member 162 thereby interconnecting the connection member 162 and the primary stopping member 104 .
- the top plate and the bottom plate 206 may be held together by screws and nuts or other fasteners known to a person skilled in the art and may contain screw slots.
- the primary stopping member 104 may include 2 sets of guide rollers 200 , two rollers on each side of the zipline cable 106 .
- the primary stopping member is further operatively connected to the tension line, for example the connection being provided by an anchorage device of connection to a bore provided in a desired location on the primary stopping member, for example in the top and/or bottom plate.
- the primary stopping member 104 further comprises a roll back prevention brake which includes an eccentrically anchored roller 218 mounted adjacent to the guide rollers 200 .
- a roll back prevention brake which includes an eccentrically anchored roller 218 mounted adjacent to the guide rollers 200 .
- the guide roller 200 adjacent to the anchored roller 218 rotates in a clockwise manner and forces the anchored roller to slide into the disengaged position 280 .
- the guide roller 200 adjacent to the anchored roller 218 rotates in a counter-clockwise manner and forces the anchored roller 218 to move from the disengaged position 280 to the engaged position 282 .
- the primary stopping member 104 can move freely along the zipline cable 106 .
- the anchored roller frictionally engages the zipline cable 106 and its adjacent guide roller 200 to prevent any roll-back movement of the primary stopping member 104 towards the origination supporting member.
- such engagement causes a mass mounted on a lever arm to move in a direction to cause the anchored roller 218 to switch to the engaged position 282 .
- the anchored roller 218 can be set to the disengaged position 280 to permit resetting of the primary stopping member 104 to allow the braking system to switch from the compressed configuration to the uncompressed configuration.
- a spring-loaded mechanism having a cavity is used for changing the anchored roller 218 from the engaged position 282 to the disengaged position 280 .
- a slot 260 formed in the bottom plate 206 allows the anchored roller 218 to connect to the spring-loaded mechanism with an anchored roller nut through the cavity on the spring loaded mechanism.
- One end of the spring loaded mechanism is attached to the bottom plate 206 with a screw 270 .
- the primary stopping member 104 further includes a clutch to prevent the primary stopping member 104 from rolling back towards the origination supporting member.
- FIGS. 4C , 4 D and 4 E illustrate cross sectional views of the top, side and end views, respectively, of a clutchless primary stopping member according to an embodiment of the invention.
- the primary stopping member 104 is mounted on the zipline cable 106 and is held in place on the zipline cable 106 with at least one set of guide rollers 2000 , one roller on each side of the zipline cable 106 .
- the primary stopping member 104 comprises the top plate, a bottom plate, an anterior plate at the anterior end of the primary stopping member 104 , a posterior plate, and bumper 2100 .
- the primary stopping member 104 further includes one or more capture plates 271 which are configured to be engaged by a second claw mechanism of the connection member 162 thereby interconnecting the connection member 162 and the primary stopping member 104 .
- the top plate and the bottom plate may be held together by screws and nuts or other fasteners known to a person skilled in the art and may contain screw slots.
- the primary stopping member 104 may include 2 sets of guide rollers 200 , two rollers on each side of the zipline cable 106 .
- the primary stopping member is further operatively connected to the tension line 140 , for example the connection can be provided by an anchorage device connected to a bore 2001 provided in a desired location on the primary stopping member, for example in the top and/or bottom plate.
- FIG. 4F illustrates a primary stopping member including a clutch according to an embodiment of the present invention.
- the primary stopping member 104 further comprises a braking roller that comprises an engaging member 292 , a roller arm 340 , and a brake eccenter 296 .
- the braking roller is connected to an elastic member 602 which can be anchored at a predetermined location on the primary stopping member.
- the primary stopping member 104 further comprises a claw 290 having a hook 294 adapted to operatively engage the engaging member 292 and connected to a trigger arm 202 . In the engaged position, the hook 294 engages the engaging member 292 such that the brake eccenter 296 does not press against the zipline cable 106 and allows the primary stopping member 106 to move freely along the zipline cable 106 .
- connection member activates the trigger arm 202 of the primary stopping member 104 .
- the resulting activation of the trigger arm 202 causes the claw 290 to move and the hook 294 to disengage the engagement member 292 and to move from the engaged position to a disengaged position.
- the elastic member 602 pulls the braking roller in a direction towards the posterior plate 212 and causes the brake eccenter 296 to rotate such that it frictionally engages the zipline cable 106 . Therefore, as the primary stopping member 104 is pushed by coupled connection member and rider carrier towards the destination supporting member 130 , the brake eccenter 296 , by pushing against the zipline cable 106 , creates friction that causes a decelerating force to be exerted on the primary stopping member 104 and, as a result, the coupled connection member and rider carrier, in a direction away from the destination supporting member 130 .
- connection member is pushed against the bumper 2100 and held in place by second claw mechanism of the connection member 162 .
- the claw 290 rests on the braking roller in a braking position and the brake eccenter 296 pushing against the zipline cable 106 .
- the engaging member 292 and the hook 294 can be changed from the braking position to the engaged position, thereby placing the primary stopping member into an operating configuration for use by the subsequent rider.
- the elastic member 602 is a spring.
- the primary stopping member 104 may be made of a light weight material.
- top plate, bottom plate, posterior plate, and anterior plate may be made of aluminum, steel, cast iron, plastic, carbon fibre, or a combination of materials known to persons skilled in the art.
- the bumpers may be made of rubber, elastomer or other shock absorbing materials known to a person skilled in the art.
- FIG. 5A is a side view illustrating the secondary stopping member 120 of the zipline braking system of FIGS. 1A , 1 B and 1 C according to an embodiment of the invention.
- FIG. 5B is a front view illustrating the secondary stopping member 120 of the zipline braking system of FIGS. 1A , 1 B and 1 C according to an embodiment of the invention.
- the secondary stopping member 120 includes a receiving module 230 , a cable cavity 238 for mounting on the zipline cable 106 , a socket 232 for engaging the damper 102 , and a sliding block 234 for travelling on the zipline cable 106 .
- the secondary stopping member 120 further includes an end plate 236 at its posterior end 286 .
- the secondary stopping member 120 may be made of a light weight material.
- the sliding block 234 and the end plate 236 may be made of nylon, carbon fibre, aluminum, plastic, steel, other materials known to a person skilled in the art, or a combination thereof.
- the receiving module 230 is made of rubber. Other shock absorbing materials may also be used for the receiving module 230 .
- the receiving module 230 may be pointed or may be adapted to other shapes to engage the primary stopping member 104 .
- FIGS. 6A , 6 B and 6 C illustrate cross sectional views of the end, top and side views, respectively, the secondary stopping member of the zipline braking system according to an embodiment of the invention, wherein the damper is not illustrated.
- the secondary stopping member 120 includes a receiving module 2300 , a cable cavity 2380 for mounting on the zipline cable 106 , a socket 2320 for engaging the damper, and a sliding block 2340 for travelling on the zipline cable 106 .
- the secondary stopping member 120 further includes an end plate 2360 at its posterior end.
- the secondary stopping member 120 may be made of a light weight material.
- the sliding block 2340 and the end plate 2360 may be made of nylon, carbon fibre, aluminum, plastic, steel, other materials known to a person skilled in the art, or a combination thereof.
- the receiving module 2300 is made of rubber. Other shock absorbing materials may also be used for the receiving module 2300 .
- the receiving module 2300 may be pointed or may be adapted to other shapes to engage the primary stopping member 104 .
- the primary stopping member 104 engages the secondary stopping member 120 .
- engagement of the primary stopping member 104 with the secondary stopping member 120 leads to a decelerating force being exerted on the primary stopping member 104 and the rider carrier 160 in a direction 20 away from the destination supporting member 130 .
- the geometric arrangement of the primary stopping member 104 , the base foot blocks 110 a , 110 b, and the secondary stopping member 120 gives rise to various decelerating forces as a function of the velocity of the rider carrier 160 and the displacement of the primary stopping member 104 , secondary stopping member 120 and the damper 102 upon engagement of the connection member 162 with the rider carrier 160 and subsequent engagement of the connection member 162 with the primary stopping member 104 .
- the tension line 140 may be a non-stretchable high quality marine rope or be a polyester double braid rope.
- the tension line 140 may be made of Dyneema®.
- water-repellent cables that are highly durable and suffer little degradation from sun light may be used for the tension line 140 .
- the tension line 140 may be made of 3 ⁇ 8 inch marine grade yacht line rated for loads that are greater than 3,000 pounds in weight.
- an AmSteel®-Blue cable which is a torque-free 12-strand single braid cable, may be used for the zipline cable 106 .
- the zipline cable 106 may be a 7 ⁇ 8 inch steel cable.
- the damper 102 is a uniform compression spring coil.
- the damper 102 may be a progressive spring coil, a viscous damper, a fiction damper, or a magnetic brake with modifications as may be appreciated by the persons skilled in the art.
- the damper 102 includes springs having a spring constant ranging from 5 to 20 kN/m.
- the turning blocks may be marine grade turning blocks.
- the turning blocks may be marine grade blocks rated for loads that are 3,000 pounds in weight.
- the origination supporting member 108 and the destination supporting member 130 may be constructed using different materials, including, without limitation, wood, metal, or any material suitable for building structures.
- the origination supporting member 108 and the destination supporting member 130 have areas, such as platforms, that allow for launching riders down a zipline cable 106 and for landing riders from the rider carrier 160 .
- FIG. 7A is a side view illustrating a zipline braking system 100 in an uncompressed configuration 190 according to an embodiment of the invention
- FIG. 7B is a side view illustrating the zipline braking system of FIG. 7A in a compressed configuration 192 according to an embodiment of the invention.
- a zipline braking system 100 includes a destination supporting member 130 connected to a zipline cable 106 , a damper 102 connected to the destination supporting member 130 , a base foot block 110 at the posterior end 182 of the damper 102 , a front foot block 112 attached to the secondary stopping member 120 and located at the anterior end 184 of the damper 102 .
- the secondary stopping member 120 is mounted on the zipline cable 106 and connected to an arrester cable 152 .
- a primary stopping member 104 is connected to a tension line 140 , the tension line being led around a side stand-up block 142 , the base foot block 110 , and the front foot block 112 .
- the arrester cable 152 is connected to an arrester ballast 150 through an arrester clutch 154 and led around an arrester foot block 156 .
- the side stand-up block 142 is connected to the destination supporting member 130 . In other embodiments, the side stand-up block 142 is connected to a side supporting member 180 .
- a rider carrier 160 moving from the origination supporting member 108 towards the destination supporting member 130 .
- the connection member 162 engages the rider carrier 160 and subsequently the connection member engages the primary stopping member 104 .
- the rider carrier 160 and connection member 162 cause the primary stopping member 104 to move towards the destination supporting member 130 (such engagement also causing a decelerating force to be exerted on the rider carrier 160 in a direction 20 away from the destination supporting member 130 , as described below).
- the movement of the primary stopping member 104 creates tension in the tension line 140 , and the tension in the tension line 140 causes compression of the damper 102 .
- the compression of the damper 102 and movement of the primary stopping member 104 result in an increase in length of a segment 140 a of the tension line 140 between the side stand-up block 142 and the primary stopping member 104 .
- Such compression and movement also decrease the length of segments 140 b and 140 c of the tension line 140 (that is fixed to the securing member 144 on the destination supporting member 130 and led around the front foot block 112 and the base foot block 110 ) around the damper 102 .
- the decrease in the tension line segments 140 b and 140 c cause the secondary stopping member 120 to move towards the destination support member 130 and further compressing the damper 102 .
- the movement of the primary stopping member 104 causes the braking system 100 to change from the uncompressed configuration 190 to the compressed configuration 192 as the damper 102 compresses.
- the primary stopping member 104 further includes a clutch 170 as shown in FIG. 7A and 7B to prevent the primary stopping member 104 from rolling back towards the origination supporting member 108 .
- the securing member 144 is a clutch.
- the securing member 144 may be a cam cleat, a jam cleat, or a clam cleat.
- the securing member 144 may be a marine grade horn cleat rated for loads that are higher than 3,000 pounds in weight.
- FIG. 8A is a top view illustrating a zipline braking system 800 in an uncompressed configuration 890 according to another embodiment of the invention.
- two tension lines 840 are used and they are each connected to the primary stopping member 104 .
- Each of the tension lines 840 is led around a side stand-up block 842 and a base foot block 810 connected to the destination supporting member 130 , such blocks 810 located on either side of the zipline cable 106 .
- the side stand-up blocks 842 may be connected to side supporting members 880 .
- Each of the tension lines 840 are connected to the secondary stopping member 120 .
- FIG. 8B is a top view illustrating the zipline braking system 800 of FIG. 8A in a compressed configuration 892 according to another embodiment of the invention.
- Movement of the primary stopping member 104 towards the destination supporting member 130 (after engagement with the connection member 162 and the engagement of the connection member 162 with the rider carrier 160 moving in the same direction) along the zipline cable 106 creates tension in the tension lines 840 , leading to compression of the damper 102 by reduction in the lengths of segments 840 b of the tension lines 840 .
- the compression of the damper 102 and movement of the primary stopping member 104 result in an increase in lengths of segments 840 a of the tension lines 840 between the side stand-up block 842 and the primary stopping member 104 relative to the uncompressed configuration 890 of the braking system 800 .
- a deceleration force in a direction 20 away from the destination supporting member 130 reduces the speed of the primary stopping member 104 upon engagement of the primary stopping member 104 with the secondary stopping member 120 .
- Movement of the secondary stopping member 120 towards the destination supporting member 130 as a result of the movement of the tension lines 840 compresses the damper 102 .
- the damper 102 is further compressed upon engagement of the primary stopping member 104 with the secondary stopping member 120 .
- FIG. 9A is a top view illustrating a zipline braking system 1000 in an uncompressed configuration according to another embodiment of the invention.
- the tension line 140 is connected to the primary stopping member 104 and an end block 300 connected to the destination supporting member 130 , and the tension line 140 is led around the side stand-up block 142 .
- a compression line 302 is connected to the destination supporting member 130 through a securing member 144 and led around the end block 300 , the base foot block 110 , and connected to the secondary stopping member 120 .
- the end block 300 is movable such that it can move in a direction away from the destination supporting member 130 upon movement of the rider carrier 160 towards the destination supporting member 130 and engagement of the connection member 162 with the rider carrier 160 and the primary stopping member 104 (such engagement also causing a decelerating force to be exerted on the rider carrier 160 in a direction 20 away from the destination supporting member 130 ).
- the movement of the primary stopping member 104 creates tension in the tension line 140 , and the tension in the tension line 140 causes the end block 300 to move away from the destination supporting member 130 .
- This movement creates tension in the compression line 302 and leads to a decrease in length of a segment 302 a of the compression line 302 between the secondary stopping member 120 and the base foot block 110 and compression of the damper 102 .
- Movement of the secondary stopping member 120 as a result of such reduction in the length of the segment 302 a of the compression line 302 further compresses the damper 102 , as the braking system 1000 switches from the uncompressed configuration to a compressed configuration with the damper 102 compressed.
- the damper 102 is further compressed upon engagement of the primary stopping member 104 with the secondary stopping member 120 .
- FIG. 9B is a top view illustrating a zipline braking system in an uncompressed configuration, which is similar to FIG. 9A .
- compression of the damper 102 and movement of the primary stopping member 104 result in a decrease in the length of segments 940 b and 940 c of the compression line 302 (that is fixed to the securing member 144 on the destination supporting member 130 and led around the front foot block 112 and the base foot block 110 .
- the decrease in the compression line segments 940 a and 940 b cause the secondary stopping member 120 to move towards the destination support member 130 and further compressing the damper 102 .
- the tension line 140 is led through a clutch which can be positioned proximate to the side stand-up block 142 .
- FIG. 10A is a top view illustrating a zipline braking system 1100 in an uncompressed configuration according to another embodiment of the invention.
- the tension line 140 is connected to the primary stopping member 104 and led around the side stand up block 142 and a second side stand up block 310 and connected to a securing member 144 on a second side supporting member 322 .
- the second side stand-up block 310 is attached to the destination supporting member 130 and is movable away from the destination supporting member 130 when pulled by the tension line 140 .
- the compression line 302 is connected to the second side stand-up block 310 and the secondary stopping member 120 and is led around the base foot block 110 and the end block 300 .
- the rider carrier 160 Upon engagement of the primary stopping member 104 by the connection member 162 together with the connection member 162 engaging with the rider carrier 160 in movement towards the destination supporting member 130 along the zipline cable 106 , the rider carrier 160 causes the primary stopping member 104 to move towards the destination supporting member 130 (such engagement also causing a decelerating force to be exerted on the rider carrier 160 in a direction 20 away from the destination supporting member 130 , as described below).
- the movement of the primary stopping member 104 creates tension in the tension line 140 , and the tension in the tension line 140 causes the second side stand-up block 310 to move away from the destination supporting member 130 .
- Such movement of the second side stand-up block 310 creates tension in the compression line 302 and leads to a decrease in length of the segment 302 a of the compression line between secondary stopping member 120 and the base foot block 110 and compression of the damper 102 .
- Movement of the secondary stopping member 120 as a result of such reduction in the length of the segment 302 a of the compression line 302 further compresses the damper 102 , as the braking system 1100 switches from an uncompressed configuration to a compressed configuration with the damper 102 compressed.
- the damper 102 is further compressed upon engagement of the primary stopping member 104 with the secondary stopping member 120 .
- FIG. 10B is a top view illustrating a zipline braking system in an uncompressed configuration, which is similar to FIG. 10A .
- compression of the damper 102 and movement of the primary stopping member 104 result in a decrease in the length of segments 940 b and 940 c of the compression line 302 (that is fixed to the securing member 144 on the destination supporting member 130 and led around the front foot block 112 and the base foot block 110 .
- the decrease in the compression line segments 940 a and 940 b cause the secondary stopping member 120 to move towards the destination support member 130 and further compressing the damper 102 .
- the tension line 140 is led through a clutch which can be positioned proximate to the side stand-up block 142 .
- FIG. 11 is a top view illustrating a zipline braking system 1200 in an uncompressed configuration according to another embodiment of the invention.
- the tension line 140 is connected to the primary stopping member 104 and led around the side stand-up block 142 , the end block 300 , the base foot block 110 , the front foot block 112 connected to the secondary stopping member 120 , and is connected to a securing member 144 on the destination supporting member 130 between the base foot block 110 and end block 300 .
- connection member 162 Upon engagement of the connection member 162 with the rider carrier 160 and the subsequent engagement of the connection member 162 with the primary stopping member 104 , wherein the rider carrier 160 is in movement towards the destination supporting member 130 along the zipline cable 106 (such engagement also causing a decelerating force to be exerted on the rider carrier 160 in a direction away 20 from the destination supporting member 130 ), tension is created in the tension line 140 , which causes a reduction in the length of the segment 140 e of the tension line 140 that is between front foot block 112 and base foot block 110 .
- the braking system 1300 switches from an uncompressed configuration to a compressed configuration with the damper 102 compressed.
- the damper 102 is further compressed upon the primary stopping member 104 engaging the secondary stopping member 120 .
- FIG. 12 is a top view illustrating a zipline braking system 1300 in an uncompressed configuration according to another embodiment of the invention.
- the tension line 140 is connected to the primary stopping member 104 and led around the side stand-up block 142 , the end block 300 , the base foot block 110 , the front foot block 112 connected to the secondary stopping member 120 , and is connected to a securing member 144 located between the end block 300 and the side stand-up block 142 .
- connection member 162 Upon engagement of the connection member 162 with the rider carrier 160 and the subsequent engagement of the connection member 162 with the primary stopping member 104 , wherein the rider carrier 160 is in movement towards the destination supporting member 130 along the zipline cable 106 (such engagement also causing a decelerating force to be exerted on the rider carrier 160 in a direction 20 away from the destination supporting member 130 ), tension is created in the tension line 140 , which causes a reduction in the length of the segment 140 e of the tension line 140 that is between the front foot block 112 and the base foot block 110 .
- the braking system 1300 switches from an uncompressed configuration to a compressed configuration with the damper 102 compressed.
- the damper 102 is further compressed upon the primary stopping member 104 engaging the secondary stopping member 120 .
- the tension line 140 is led through a clutch which can be positioned proximate to the side stand-up block 142 .
- FIG. 13 is a top view illustrating a zipline braking system 1400 in an uncompressed configuration according to another embodiment of the invention.
- the tension line 140 is connected to the primary stopping member 104 and led around the side stand-up block 142 , the base foot block 110 , the front foot block 112 connected to the secondary stopping member 120 , the end block 300 , and connected to a set of springs 320 that is connected to a second side supporting member 322 .
- connection member 162 Upon engagement of the connection member 162 with the rider carrier 160 and the subsequent engagement of the connection member 162 with the primary stopping member 104 , wherein the rider carrier 160 is in movement towards the destination supporting member 130 along the zipline cable 106 (such engagement also causing a decelerating force to be exerted on the rider carrier 160 in a direction 20 away from the destination supporting member 130 ), tension is created in the tension line 140 , which causes a reduction in the length of the segment 140 e of the tension line 140 that is between front foot block 112 and base foot block 110 .
- the braking system 1300 switches from an uncompressed configuration to a compressed configuration with the damper 102 compressed.
- the damper 102 is further compressed upon the primary stopping member 104 engaging the secondary stopping member 120 .
- the movement of the tension line 140 is further mediated by the set of springs 320 acting on the tension line 140 .
- the damper 102 may be loaded in a 2:1 ratio with the springs 320 being loaded 1:1, and this structure may provide flexibility in fine tuning of the zipline braking system 1400 .
- FIG. 14 is a side view illustrating a zipline braking system 1500 in an uncompressed configuration according to another embodiment of the invention.
- the tension line 140 is connected to the primary stopping member 104 and to a securing member 144 connected to the destination supporting member 130 and is led around the side stand-up block 142 , the base foot block 110 , and the front foot block 112 connected to the secondary stopping member 120 .
- the secondary stopping member 120 is connected to the arrester cable 152 which is led around an arrester foot block 156 and connected to an arrester ballast 150 through an arrester clutch 154 .
- connection member 162 Upon engagement of the connection member 162 with the rider carrier 160 and the subsequent engagement of the connection member 162 with the primary stopping member 104 , wherein the rider carrier 160 is in movement towards the destination supporting member 130 along the zipline cable 106 (such engagement also causing a decelerating force to be exerted on the rider carrier 160 in a direction 20 away from the destination supporting member 130 ), tension is created in the tension line 140 , which causes a reduction in the length of the segment 140 e of the tension line 140 that is between front foot block 112 and base foot block 110 .
- the braking system 1500 switches from an uncompressed configuration to a compressed configuration with the damper 102 compressed.
- the damper 102 is further compressed upon the primary stopping member 104 engaging the secondary stopping member 120 .
- Movement of the secondary stopping member 120 is further mediated by the weight of the arrester ballast 150 .
- the arrester line 152 and the arrester ballast 150 may be adapted for use with different embodiments of the present invention.
- FIG. 15 is a top view illustrating a zipline braking system 1600 in an uncompressed configuration according to another embodiment of the invention.
- the zipline braking system 1600 includes a destination supporting member 130 connected to a zipline cable 106 , a damper 102 connected to the destination supporting member 130 , a base foot block 110 at the posterior end 1601 of the damper 102 , a front foot block 112 attached to the secondary stopping member 120 and located at the anterior end 1602 of the damper 102 , a secondary stopping member 120 mounted on the zipline cable 106 , a primary stopping member 104 connected to a tension line 140 , the tension line 140 being led around the side stand-up block 142 , a second stand-up block 148 connected to the destination supporting member 130 , small blocks 146 , a block 1603 mounted on an anti-slack bungee 158 , the base foot block 110 , and front foot block 112 , and connected to the securing member 144 .
- the tension line 140 is a
- connection member 162 Upon the connection member 162 engaging with the rider carrier 160 and subsequently the connection member 162 engaging the primary stopping member 104 when the rider carrier 160 and connection member 162 are moving towards the destination supporting member 130 (such engagement also causing a decelerating force to be exerted on the rider carrier 160 in a direction 20 away from the destination supporting member 130 ), tension is created in the tension line 140 , which causes a reduction in the length of segments 140 b and 140 c of the tension line 140 that is between front foot block 112 and base foot block 110 .
- the braking system 1600 switches from an uncompressed configuration to a compressed configuration with the damper 102 compressed.
- the damper 102 is further compressed upon the primary stopping member 104 engaging the secondary stopping member 120 .
- the anti-slack bungee 158 may assist with retaining tension in the tension line 140 during operation of the braking system 1600 .
- the anti-slack bungee 158 is a nylon protected rubber bungee with a diameter of 1 ⁇ 2 inch.
- the primary stopping member 104 further includes a clutch 170 as shown in FIG. 15 to prevent the primary stopping member 104 from rolling back towards the origination supporting member 108 .
- the zipline braking system may utilize common components such as blocks and cables that are known by and accessible to those skilled in the art.
- the zipline braking system may provide a gentler deceleration of the zipline rider.
- the zipline braking system 100 may allow off-the-shelf parts to be used so as to decrease the costs of implementing the zipline braking system in comparison to systems requiring use of custom parts.
- the zipline braking system may be adopted for use with various types of ziplines.
Abstract
A zipline braking system comprising a zipline cable and a destination supporting member; a rider carrier coupled to the zipline cable for movement towards the destination supporting member, such movement generating kinetic energy; a damper having a posterior end and an anterior end and connected to the destination supporting member at the posterior end; a tension line; a connection member coupled to the zipline cable and configured to engage the rider carrier; a stopping member coupled to the zipline cable and the tension line; and the tension line for transferring the kinetic energy to the damper upon the connection member engaging the stopping member in movement to the destination supporting member.
Description
- This application claims the benefit and priority of U.S. Provisional Applications 61/893,537 and 61/912,847, filed Oct. 21, 2013 and Dec. 6, 2013, respectively. The foregoing applications are incorporated by reference herein in their entirety.
- The invention relates to ziplines, and more specifically to a zipline braking system for decelerating a zipline rider as the rider reaches the end of the zipline.
- Ziplines allow riders to travel from one point to another. They are used for various purposes, including as thrill rides and tourist attractions. Ziplines generally include two supports and a cable suspending between the two. There is generally an area on each support, usually a platform, to allow riders to embark and disembark from the zipline. Harnesses and pulleys are used for transporting and providing support to the zipline riders.
- Several different zipline braking systems have been adopted by zipline operators. Some systems require a rider to move a static mass of springs whereas others incorporate a speed limiting trolley. Other zipline braking systems involve guide operated ropes that are dependent on a human guide applying friction to a rope attached to a catch block as the zipline rider reaches the end of the zipline ride. As such, these systems are susceptible to human errors. In addition, zipline riders often complain that present braking systems cause pain to their necks or backs due to the dramatic speed decrease upon a zipline rider reaching the end of the zipline. Some braking systems also create a loud crashing sound that is not appealing to zipline riders.
- A need therefore exists for an improved zipline braking system. Accordingly, a solution that addresses, at least in part, the above or other shortcomings is desired.
- According to one aspect of the invention, there is provided a zipline braking system comprising: a zipline cable and a destination supporting member; a rider carrier coupled to the zipline cable for movement towards the destination supporting member, such movement generating kinetic energy; a damper having a posterior end and an anterior end and connected to the destination supporting member at the posterior end; a tension line; a connection member coupled to the zipline cable and configured to engage the rider carrier; a stopping member coupled to the zipline cable and the tension line; and the tension line for transferring the kinetic energy to the damper upon the connection member engaging the stopping member in movement to the destination supporting member.
- According to another aspect of the invention, there is provided a method for decelerating a rider carrier travelling towards a destination supporting member along a zipline, the destination supporting member having a damper, the method comprising providing a connection member coupled to the zipline cable; providing a stopping member coupled to the zipline cable and a tension line; and transferring kinetic energy of the rider carrier to the damper with the tension line upon engagement of the rider carrier with the connection member and engagement of the connection member with the stopping member.
- According to another aspect of the invention, there is provided a zipline riding system, comprising: an origination supporting member and a destination supporting member; a damper connected to the destination supporting member; a rider carrier coupled to a zipline cable for movement from the origination supporting member to the destination supporting member; a connection member coupled to the zipline cable and configured to engage the rider carrier; and, a braking system including: a primary stopping member coupled to the zipline cable and a tension line; a secondary stopping member for engaging the damper, the secondary stopping member coupled to the zipline cable and situated between the primary stopping member and the damper; the tension line being led around a foot block and engaging the secondary stopping member; and, the braking system having an uncompressed configuration where the damper is in an uncompressed state and a compressed configuration where the damper is in a compressed state; wherein the when rider carrier in movement towards the destination supporting member along the zipline cable, the connection member engages the rider carrier and the connection member engages the primary stopping member, and upon such engagement, the primary stopping member moves toward the destination supporting member and pulls the tension line causing a switch of the braking system from the uncompressed configuration to the compressed configuration to decelerate the rider carrier.
- According to another aspect of the invention, there is provided a zipline riding system, comprising: an origination supporting member and a destination supporting member; a damper connected to the destination supporting member; a rider carrier coupled to a zipline cable for movement from the origination supporting member to the destination supporting member; a connection member coupled to the zipline cable and configured to engage the rider carrier; and, a braking system including: a primary stopping member coupled to the zipline cable and a tension line; a secondary stopping member for engaging the damper, the secondary stopping member coupled to the zipline cable and situated between the primary stopping member and the damper; a compression line that engages the secondary stopping member and is led around a movable member; a tension line being led around a foot block not coupled to the zipline and the movable member; and, a braking system having an uncompressed configuration where the damper is in an uncompressed state and a compressed configuration where the damper is in a compressed state; wherein the rider carrier in movement towards the destination supporting member along the zipline cable is engaged by the connection member and the connection member engages the primary stopping member, and upon such engagement, the primary stopping member moves toward the destination supporting member which moves the movable member away from the destination supporting member, causing the braking system to switch from the uncompressed configuration to the compressed configuration to decelerate of the rider carrier.
- According to another aspect of the invention, there is provided a method for decelerating a zipline rider on a rider carrier travelling on a zipline cable from an origination supporting member toward a destination supporting member having a damper, the method comprising: providing a connection member coupled to the zipline cable; providing a primary stopping member for asserting a deceleration force on the rider carrier in a direction away from the destination supporting member; providing a secondary stopping member for engaging the damper; providing a tension line tied to the primary stopping member; and, engaging the tension line with the secondary stopping member such that movement of the primary stopping member towards the destination supporting member after engagement with connection member and the connection member engaging the rider carrier leads the tension line to cause the secondary stopping member to move towards the destination supporting member and compression of the damper.
- Features and advantages of the embodiments of the present invention will become apparent from the following detailed description, taken in combination with the appended drawings, in which:
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FIG. 1A is a top view illustrating a zipline braking system in an uncompressed configuration according to an embodiment of the invention; -
FIG. 1B is a top view illustrating the zipline braking system ofFIG. 1A in an uncompressed configuration wherein the rider carrier has engaged the connection member, according to an embodiment of the invention; -
FIG. 1C is a top view illustrating the zipline braking system ofFIG. 1A in a compressed configuration according to an embodiment of the invention; -
FIG. 2A is a side view illustrating a rider carrier with a side plate removed according to an embodiment of the invention; -
FIGS. 2B , 2C and 2D illustrate cross sectional views of the top, side and end views, respectively, of a rider carrier according to an embodiment of the invention; -
FIG. 3A is a side view illustrating a connection member with a side plate removed with the first and second claw systems in a disengaged configuration according to an embodiment of the invention; -
FIGS. 3B , 3C and 3D illustrate cross sectional views of the side, top and end views, respectively, of a connection member according to an embodiment of the invention; -
FIG. 4A is a top view illustrating the primary stopping member with the top plate removed and an anchored roller in a disengaged position according to an embodiment of the invention; -
FIG. 4B is a top view illustrating the primary stopping member with the top plate removed and an anchored roller in an engaged position according to an embodiment of the invention; -
FIGS. 4C , 4D and 4E illustrate cross sectional views of the top, side and end views, respectively, of a clutchless primary stopping member according to an embodiment of the invention; -
FIG. 4F illustrates cross sectional view of a clutched primary stopping member according to an embodiment of the invention; -
FIG. 5A is a side view illustrating the secondary stopping member of the zipline braking system according to an embodiment of the invention; -
FIG. 5B is a front view illustrating the secondary stopping member of the zipline braking system according to an embodiment of the invention; -
FIGS. 6A , 6B and 6C illustrate cross sectional views of the end, top and side views, respectively, the secondary stopping member of the zipline braking system according to an embodiment of the invention; -
FIG. 7A is a side view illustrating a zipline braking system in an uncompressed configuration according to an embodiment of the invention; -
FIG. 7B is a side view illustrating the zipline braking system ofFIG. 7A in a compressed configuration according to an embodiment of the invention; -
FIG. 8A is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention; -
FIG. 8B is a top view illustrating the zipline braking system ofFIG. 8A in a compressed configuration according to another embodiment of the invention; -
FIG. 9A is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention; -
FIG. 9B is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention; -
FIG. 10A is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention; -
FIG. 10B is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention; -
FIG. 11 is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention; -
FIG. 12 is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention; -
FIG. 13 is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention; -
FIG. 14 is side view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention; and -
FIG. 15 is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention. - In the description which follows, like parts are marked throughout the specification and the drawings with the same respective reference numerals.
- The description which follows and the embodiments described therein are provided by way of illustration of an example or examples of particular embodiments of the principles of the present invention. These examples are provided for the purposes of explanation and not limitation of those principles and of the invention. In some instances, certain structures and techniques have not been described or shown in detail in order not to obscure the invention.
- The present invention is directed generally to a braking system that may enhance the experience of zipline riders through reduction in jarring and abrasive braking. In addition, the present invention may provide for safety redundancy whereby braking and stopping of a zipline rider is done by a connection member, primary stopping member, a damper, and optionally a secondary stopping member.
- According to one embodiment, the present invention provides a zipline braking system that is based partially on conversion of kinetic energy to potential energy temporarily stored in dampers. The stored energy is subsequently used to restore the original geometry of the braking system. The braking system may provide a geometric advantage such that braking of the zipline rider may be done at a reduced impact speed and rate of deceleration.
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FIG. 1A is a top view illustrating a zipline braking system in an uncompressed configuration according to an embodiment of the invention, andFIG. 1B is a top view illustrating a zipline braking system in an uncompressed configuration wherein the rider carrier has engaged the connection member. In addition,FIG. 1C is a top view illustrating the zipline braking system ofFIG. 1A in a compressed configuration according to an embodiment of the invention. According to one embodiment of the present invention as illustrated inFIGS. 1A to 1C , a zipline braking system includes adestination supporting member 130 connected to azipline cable 106, adamper 102 connected to thedestination supporting member 130, base foot blocks 110 a and 110 b at the posterior end of thedamper 102, afront foot block 112 attached to the secondary stoppingmember 120 and located at the anterior end of thedamper 102. A primary stoppingmember 104 is connected to atension line 140, the tension line being led around a side stand-upblock 142, the base foot blocks 110 a and 110 b, and thefront foot block 112. According to one embodiment, the side stand-upblock 142 is connected to thedestination supporting member 130. In other embodiments, the side stand-upblock 142 is connected to a side supporting member. - When the zipline is in use, a
rider carrier 160 moving from the origination supporting member towards thedestination supporting member 130 engages theconnection member 162 and theconnection member 162 engages the primary stoppingmember 104. Upon theconnection member 162 engaging therider carrier 160 and the primary stoppingmember 104 when moving towards thedestination supporting member 130, therider carrier 160 causes theconnection member 162 and primary stoppingmember 104 to move towards the destination supporting member 130 (causing a decelerating force to be exerted on therider carrier 160 in a direction away from thedestination supporting member 130, as described below). The movement of the primary stoppingmember 104 creates tension in thetension line 140, and the tension in thetension line 140 causes compression of thedamper 102. The compression of thedamper 102 and movement of the primary stoppingmember 104 result in an increase in length of asegment 40 a of thetension line 140 between the side stand-upblock 142 and the primary stoppingmember 104. Such compression and movement also decrease the length ofsegments member 144 on thedestination supporting member 130 and led around thefront foot block 112 and the base foot blocks 110 a and 110 b around thedamper 102. The decrease in thetension line segments member 120 to move towards thedestination support member 130 and further compressing thedamper 102. As such, the movement of the primary stoppingmember 104 causes the braking system to change from the uncompressed configuration to the compressed configuration as thedamper 102 compresses. According to one embodiment, thetension line 140 includes atension line clutch 9 which can be provided to prevent the primary stoppingmember 104 from rolling back towards the origination supporting member. According to other embodiments, the securingmember 144 may be a cam cleat, a jam cleat, or a clam cleat. According to another embodiment, the securingmember 144 may be a marine grade horn cleat rated for loads that are higher than 3,000 pounds in weight. - According to embodiments of the present invention, engagement between the connection member and the rider carrier as well as engagement between the connection member and the primary stopping member can be provided in a variety of different ways. The means by which engagement is provided can be mechanically based, magnetic based or other means that would be readily know to a worker skilled in the art, and can include a latch engagement system, claw engagement mechanism, magnetic engagement system, Velcro™ type engagement system, or the like. The means for engagement between the connection member and the rider carrier can be the same or different from the engagement means between the connection member and the primary stopping member. In addition, the means for engagement can be selected to provides a desired level of engagement force (for example the engagement force limits disengagement during the decompression of the damping system subsequent to the stopping of the rider carrier by the braking system) as well as providing a means for disengagement thereby enabling resetting of the braking system for use by a subsequent rider.
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FIG. 2A illustrates arider carrier 160 in accordance with one embodiment, wherein therider carrier 160 is mounted on thezipline cable 106 and is held in place on thezipline cable 106 with at least one set ofguide rollers 300, one roller on each side of thezipline cable 106. According to embodiments, therider carrier 160 comprises twoside plates 302, one of which has been removed for ease of viewing the interior of therider carrier 160, ananterior plate 304 at the anterior end of therider carrier 160, andbumpers 310 at the anterior end of therider carrier 160. Integrated within the side plates is at least oneconnection mechanism 325, which provides a means for the coupling of the rider to the rider carrier. For example, this interconnection mechanism can be a bore through which a locking connection device can be inserted and subsequently coupled to a harness which is worn by the rider. Therider carrier 160 further includes one ormore capture plates 320 which are configured to be engaged by a first claw mechanism of theconnection member 162 thereby interconnecting theconnection member 162 and therider carrier 160. The side plates may be held together by screws and nuts or other fasteners known to a person skilled in the art and may contain screw slots. In other embodiments, therider carrier 160 may include 2 sets ofguide rollers 200, two rollers on each side of thezipline cable 106. -
FIGS. 2B , 2C and 2D illustrate cross sectional views of the top, side and end views, respectively, of arider carrier 160 according to an embodiment of the invention. Therider carrier 160 is mounted on thezipline cable 106 and is held in place on thezipline cable 106 with at least one set ofguide rollers 3000, wherein these guide rollers are positioned on the top side of thezipline cable 106. According to embodiments, the rider carrier comprises twoside plates 3020. Integrated within the side plates is at least one connection mechanism 3250, which provides a means for the coupling of the rider to the rider carrier. For example, this interconnection mechanism can be a bore through which a locking connection device can be inserted and subsequently coupled to a harness which is worn by the rider. In this embodiment, the connection mechanism provides a location for the connection of asuspension harness 3251 which is coupled to the safety harness worn by the rider. The rider carrier further includes one ormore capture plates 3200 which are configured to be engaged by a first claw mechanism of theconnection member 162 thereby interconnecting theconnection member 162 and therider carrier 160. The side plates may be held together by screws and nuts or other fasteners known to a person skilled in the art and may contain screw slots. - The rider carrier may be made of a light weight material. In some embodiments, side plates and anterior plate may be made of aluminum, steel, cast iron, plastic, carbon fibre, or a combination of materials known to persons skilled in the art. The bumpers may be made of rubber, elastomer or other shock absorbing materials known to a person skilled in the art.
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FIG. 3A illustrates aconnection member 162 in accordance with one embodiment, wherein theconnection member 162 is mounted on thezipline cable 106 and is held in place on thezipline cable 106 with at least one set ofguide rollers 354, one roller on each side of thezipline cable 106, or 3guide rollers 354 wherein two rollers are positioned on one side of thezipline 106 and the third roller is positioned on the other side of thezipline 106. It would be readily understood that further guide rollers may be provided. According to embodiments, theconnection member 162 comprises twoside plates 366, one of which has been removed for ease of viewing the interior of theconnection member 162, ananterior plate 362 andbumpers 360 at the anterior end of theconnection member 162. Theconnection member 162 further includes aposterior plate 363 andbumpers 361 at the posterior end thereof. The side plates may be held together by screws and nuts or other fasteners known to a person skilled in the art and may contain screw slots. - According to embodiments, the
connection member 162 further includes afirst claw mechanism 350 positioned at the posterior end and asecond claw mechanism 352 positioned at the anterior end. Thefirst claw mechanism 350 is configured to engage thecapture plate 320 of therider carrier 160 and thesecond claw mechanism 352 is configured to engage the captures plate 271 of the primary stoppingmember 104. The first claw mechanism further includes abiasing device 356, for example a spring or other biasing device, wherein the biasing device is configured to bias the first claw mechanism into a closed or engaged position, thereby engaging thecapture plate 320 of therider carrier 160. The second claw mechanism further includes abiasing device 358, for example a spring or other biasing device, wherein the biasing mechanism is configured to bias the second claw mechanism into a closed or engaged position, thereby engaging thecapture plate 271 of the primary stoppingmember 104. In some embodiments, one or both of the first and second claw mechanisms transition from an open configuration to a closed configuration due to gravity, wherein the weight of the claw itself provides sufficient force to transition the claw mechanism from an open to closed position. - According to some embodiments, the
first claw mechanism 350 is retained in a closed or engaged positioned by thebiasing device 356, and upon contact of the rider carrier with theconnection member 162, thecapture plate 320 of therider carrier 160 force the first claw mechanism towards an open position. Upon passage of thecapture plate 320 of the rider carrier 160 a predetermined distance, the first claw mechanism is forced by thebiasing device 356 towards the closed or engaged position thereby engaging therider carrier 160. According to embodiments, thebumpers 310 of therider carrier 160 and thebumpers 361 of theconnection member 162 can contact or optionally partially compress upon engagement, thereby limiting the relative movement of therider carrier 160 with respect to theconnection member 162. - According to some embodiments, the first claw mechanism is retained in an open position by a retention mechanism associated therewith, such that upon contact with the
rider carrier 160, the retention mechanism is deactivated and the first claw mechanism is biased towards the closed or engaged position by thebiasing device 356. In some embodiments the retention mechanism can be a mechanical switch or other means as would be readily understood by a worker skilled in the art. - According to some embodiments, the
second claw mechanism 352 is retained in a closed or engaged positioned by thebiasing device 358, and upon contact of theconnection member 162 with the primary stoppingmember 104, thecapture plate 271 of the primary stoppingmember 104 force the second claw mechanism towards an open position. Upon passage of thecapture plate 271 of the primary stopping member 104 a predetermined distance, the second claw mechanism is forced by thebiasing device 358 towards the closed or engaged position thereby engaging the primary stoppingmember 104. According to embodiments, thebumpers 210 of the primary stoppingmember 104 and thebumpers 361 of theconnection member 162 can contact or optionally partially compress upon engagement, thereby limiting the relative movement of theconnection member 162 with respect to the primary stoppingmember 104. - According to some embodiments, the second claw mechanism is retained in an open position by a retention mechanism associated therewith, such that upon contact with the primary stopping
member 104, the retention mechanism is deactivated and the second claw mechanism is biased towards the closed or engaged position by thebiasing device 358. In some embodiments the retention mechanism can be a mechanical switch or other means as would be readily understood by a worker skilled in the art. - According to some embodiments, the connection member includes a secondary
first claw mechanism 371 which is configured to provide additional engagement of theconnection member 162 with therider carrier 160. According to some embodiments, the connection member includes a secondarysecond claw mechanism 372 which is configured to provide additional engagement of theconnection member 162 with the primary stoppingmember 104. -
FIGS. 3B , 3C and 3D illustrate cross sectional views of the side, top and end views, respectively, of a connection member according to an embodiment of the invention. In this embodiment, theconnection member 162 is mounted on thezipline cable 106 and is held in place on thezipline cable 106 with 3guide rollers 3540 wherein two rollers are positioned on the underside side of thezipline 106 and the third roller is positioned on the top side of thezipline 106. It would be readily understood that further guide rollers may be provided. According to embodiments, theconnection member 162 comprises twoside plates 3660, ananterior plate 3620 andbumper 3600 at the anterior end of theconnection member 162. Theconnection member 162 further includes aposterior plate 3630 which may optionally include a bumper at the posterior end thereof. - According to embodiments, the
connection member 162 further includes a first claw mechanism 3500 positioned at the posterior end and asecond claw mechanism 3520 positioned at the anterior end. The first claw mechanism 3500 is configured to engage thecapture plate 3200 of therider carrier 160 and thesecond claw mechanism 3520 is configured to engage thecaptures plate 2710 of the primary stoppingmember 104. The first claw mechanism further includes a biasing device (not illustrated), for example a spring or other biasing device, wherein the biasing device is configured to bias the first claw mechanism into a closed or engaged position, thereby engaging thecapture plate 3200 of therider carrier 160. The second claw mechanism further includes a biasing device (not illustrated), for example a spring or other biasing device, wherein the biasing mechanism is configured to bias the second claw mechanism into a closed or engaged position, thereby engaging thecapture plate 2710 of the primary stoppingmember 104. - According to some embodiments, the first claw mechanism 3500 is retained in a closed or engaged positioned by the biasing device, and upon contact of the rider carrier with the
connection member 162, thecapture plate 3200 of therider carrier 160 force the first claw mechanism towards an open position. Upon passage of thecapture plate 3200 of the rider carrier 160 a predetermined distance, the first claw mechanism is forced by the biasing device towards the closed or engaged position thereby engaging therider carrier 160. According to embodiments, thebumper 3600 of theconnection member 162 contacts the rider carrier or optionally thebumper 3600 partially compress upon engagement, thereby limiting the relative movement of therider carrier 160 with respect to theconnection member 162. - According to some embodiments, the
second claw mechanism 3520 is retained in a closed or engaged positioned by the biasing device, and upon contact of theconnection member 162 with the primary stoppingmember 104, thecapture plate 2710 of the primary stoppingmember 104 forces the second claw mechanism towards an open position. Upon passage of thecapture plate 2710 of the primary stopping member 104 a predetermined distance, the second claw mechanism is forced by the biasing device towards the closed or engaged position thereby engaging the primary stoppingmember 104. According to embodiments, thebumper 2100 of the primary stopping member can contact the connection member or optionally thebumper 2100 partially compress upon engagement, thereby limiting the relative movement of the primary stoppingmember 104 with respect to theconnection member 162. - The connection member may be made of a light weight material. In some embodiments, side plates, posterior plate and anterior plate may be made of aluminum, steel, cast iron, plastic, carbon fibre, or a combination of materials known to persons skilled in the art. The bumpers and may be made of rubber, elastomer or other shock absorbing materials known to a person skilled in the art.
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FIG. 4A is a top view of the primary stoppingmember 104 with a top plate removed and of an anchoredroller 218 in adisengaged position 280 according to an embodiment of the invention.FIG. 4B is a top view of the primary stoppingmember 104 ofFIG. 4A with the top plate removed and of the anchoredroller 218 in anengaged position 282 according to an embodiment of the invention. As illustrated inFIGS. 4A and 4B , according to one embodiment, the primary stoppingmember 104 is mounted on thezipline cable 106 and is held in place on thezipline cable 106 with at least one set ofguide rollers 200, one roller on each side of thezipline cable 106. According to other embodiments, the primary stoppingmember 104 comprises the top plate, abottom plate 206, an anterior plate at the anterior end of the primary stoppingmember 104, aposterior plate 212, andbumpers 210 at the posterior end of the primary stoppingmember 104. The primary stoppingmember 104 further includes one ormore capture plates 271 which are configured to be engaged by a second claw mechanism of theconnection member 162 thereby interconnecting theconnection member 162 and the primary stoppingmember 104. The top plate and thebottom plate 206 may be held together by screws and nuts or other fasteners known to a person skilled in the art and may contain screw slots. In other embodiments, the primary stoppingmember 104 may include 2 sets ofguide rollers 200, two rollers on each side of thezipline cable 106. In addition, the primary stopping member is further operatively connected to the tension line, for example the connection being provided by an anchorage device of connection to a bore provided in a desired location on the primary stopping member, for example in the top and/or bottom plate. - As illustrated in
FIG. 4A and 4B , according to one embodiment, the primary stoppingmember 104 further comprises a roll back prevention brake which includes an eccentricallyanchored roller 218 mounted adjacent to theguide rollers 200. When primary stoppingmember 104 moves towards thedestination supporting member 130, theguide roller 200 adjacent to the anchoredroller 218 rotates in a clockwise manner and forces the anchored roller to slide into thedisengaged position 280. When the primary stoppingmember 104 slides in a direction away from thedestination supporting member 130, theguide roller 200 adjacent to the anchoredroller 218 rotates in a counter-clockwise manner and forces the anchoredroller 218 to move from thedisengaged position 280 to the engagedposition 282. In thedisengaged position 280, the primary stoppingmember 104 can move freely along thezipline cable 106. In the engagedposition 282, the anchored roller frictionally engages thezipline cable 106 and itsadjacent guide roller 200 to prevent any roll-back movement of the primary stoppingmember 104 towards the origination supporting member. In one embodiment, upon the primary stoppingmember 104 engaging theconnection member 162 at the posterior end 250 of the primary stoppingmember 104, wherein theconnection member 162 is engaged with therider carrier 160, such engagement causes a mass mounted on a lever arm to move in a direction to cause the anchoredroller 218 to switch to the engagedposition 282. The anchoredroller 218 can be set to thedisengaged position 280 to permit resetting of the primary stoppingmember 104 to allow the braking system to switch from the compressed configuration to the uncompressed configuration. According to one embodiment, a spring-loaded mechanism having a cavity is used for changing the anchoredroller 218 from the engagedposition 282 to thedisengaged position 280. Aslot 260 formed in thebottom plate 206 allows the anchoredroller 218 to connect to the spring-loaded mechanism with an anchored roller nut through the cavity on the spring loaded mechanism. One end of the spring loaded mechanism is attached to thebottom plate 206 with ascrew 270. In other embodiments, the primary stoppingmember 104 further includes a clutch to prevent the primary stoppingmember 104 from rolling back towards the origination supporting member. -
FIGS. 4C , 4D and 4E illustrate cross sectional views of the top, side and end views, respectively, of a clutchless primary stopping member according to an embodiment of the invention. According to this embodiment, the primary stoppingmember 104 is mounted on thezipline cable 106 and is held in place on thezipline cable 106 with at least one set ofguide rollers 2000, one roller on each side of thezipline cable 106. According to other embodiments, the primary stoppingmember 104 comprises the top plate, a bottom plate, an anterior plate at the anterior end of the primary stoppingmember 104, a posterior plate, andbumper 2100. The primary stoppingmember 104 further includes one ormore capture plates 271 which are configured to be engaged by a second claw mechanism of theconnection member 162 thereby interconnecting theconnection member 162 and the primary stoppingmember 104. The top plate and the bottom plate may be held together by screws and nuts or other fasteners known to a person skilled in the art and may contain screw slots. In other embodiments, the primary stoppingmember 104 may include 2 sets ofguide rollers 200, two rollers on each side of thezipline cable 106. In addition, the primary stopping member is further operatively connected to thetension line 140, for example the connection can be provided by an anchorage device connected to abore 2001 provided in a desired location on the primary stopping member, for example in the top and/or bottom plate. -
FIG. 4F illustrates a primary stopping member including a clutch according to an embodiment of the present invention. According to this embodiment, the primary stoppingmember 104 further comprises a braking roller that comprises an engagingmember 292, aroller arm 340, and abrake eccenter 296. The braking roller is connected to anelastic member 602 which can be anchored at a predetermined location on the primary stopping member. The primary stoppingmember 104 further comprises aclaw 290 having ahook 294 adapted to operatively engage the engagingmember 292 and connected to atrigger arm 202. In the engaged position, thehook 294 engages the engagingmember 292 such that thebrake eccenter 296 does not press against thezipline cable 106 and allows the primary stoppingmember 106 to move freely along thezipline cable 106. - In this embodiment, the posterior plate of connection member activates the
trigger arm 202 of the primary stoppingmember 104. As the connection member moves in a direction towards thedestination supporting member 130, the resulting activation of thetrigger arm 202 causes theclaw 290 to move and thehook 294 to disengage theengagement member 292 and to move from the engaged position to a disengaged position. - After the
claw 290 is moved to the disengaged position, theelastic member 602 pulls the braking roller in a direction towards theposterior plate 212 and causes thebrake eccenter 296 to rotate such that it frictionally engages thezipline cable 106. Therefore, as the primary stoppingmember 104 is pushed by coupled connection member and rider carrier towards thedestination supporting member 130, thebrake eccenter 296, by pushing against thezipline cable 106, creates friction that causes a decelerating force to be exerted on the primary stoppingmember 104 and, as a result, the coupled connection member and rider carrier, in a direction away from thedestination supporting member 130. - The connection member is pushed against the
bumper 2100 and held in place by second claw mechanism of theconnection member 162. Theclaw 290 rests on the braking roller in a braking position and thebrake eccenter 296 pushing against thezipline cable 106. By asserting a force, in the direction away from theposterior plate 212, on theroller arm 340 of the braking roller after the connection member has been removed from engagement with the primary stoppingmember 104, the engagingmember 292 and thehook 294 can be changed from the braking position to the engaged position, thereby placing the primary stopping member into an operating configuration for use by the subsequent rider. In one embodiment, theelastic member 602 is a spring. - The primary stopping
member 104 may be made of a light weight material. In some embodiments, top plate, bottom plate, posterior plate, and anterior plate may be made of aluminum, steel, cast iron, plastic, carbon fibre, or a combination of materials known to persons skilled in the art. The bumpers may be made of rubber, elastomer or other shock absorbing materials known to a person skilled in the art. -
FIG. 5A is a side view illustrating the secondary stoppingmember 120 of the zipline braking system ofFIGS. 1A , 1B and 1C according to an embodiment of the invention.FIG. 5B is a front view illustrating the secondary stoppingmember 120 of the zipline braking system ofFIGS. 1A , 1B and 1C according to an embodiment of the invention. The secondary stoppingmember 120 includes a receivingmodule 230, acable cavity 238 for mounting on thezipline cable 106, asocket 232 for engaging thedamper 102, and a slidingblock 234 for travelling on thezipline cable 106. According to other embodiments, the secondary stoppingmember 120 further includes anend plate 236 at itsposterior end 286. The secondary stoppingmember 120 may be made of a light weight material. The slidingblock 234 and theend plate 236 may be made of nylon, carbon fibre, aluminum, plastic, steel, other materials known to a person skilled in the art, or a combination thereof. According to one embodiment, the receivingmodule 230 is made of rubber. Other shock absorbing materials may also be used for the receivingmodule 230. The receivingmodule 230 may be pointed or may be adapted to other shapes to engage the primary stoppingmember 104. -
FIGS. 6A , 6B and 6C illustrate cross sectional views of the end, top and side views, respectively, the secondary stopping member of the zipline braking system according to an embodiment of the invention, wherein the damper is not illustrated. The secondary stoppingmember 120 includes areceiving module 2300, acable cavity 2380 for mounting on thezipline cable 106, asocket 2320 for engaging the damper, and a slidingblock 2340 for travelling on thezipline cable 106. According to other embodiments, the secondary stoppingmember 120 further includes anend plate 2360 at its posterior end. The secondary stoppingmember 120 may be made of a light weight material. The slidingblock 2340 and theend plate 2360 may be made of nylon, carbon fibre, aluminum, plastic, steel, other materials known to a person skilled in the art, or a combination thereof. According to one embodiment, thereceiving module 2300 is made of rubber. Other shock absorbing materials may also be used for thereceiving module 2300. Thereceiving module 2300 may be pointed or may be adapted to other shapes to engage the primary stoppingmember 104. - According to one embodiment as illustrated in
FIG. 1C , the primary stoppingmember 104 engages the secondary stoppingmember 120. In addition to the compression of thedamper 102 caused by tension created in thetension lines 140 by movement of the primary stoppingmember 104, engagement of the primary stoppingmember 104 with the secondary stoppingmember 120 leads to a decelerating force being exerted on the primary stoppingmember 104 and therider carrier 160 in adirection 20 away from thedestination supporting member 130. Persons skilled in the art may appreciate that the geometric arrangement of the primary stoppingmember 104, the base foot blocks 110 a, 110 b, and the secondary stoppingmember 120 gives rise to various decelerating forces as a function of the velocity of therider carrier 160 and the displacement of the primary stoppingmember 104, secondary stoppingmember 120 and thedamper 102 upon engagement of theconnection member 162 with therider carrier 160 and subsequent engagement of theconnection member 162 with the primary stoppingmember 104. - As will be understood by those skilled in the art of zipline operation and construction, different types of cables can be used for the
tension line 140 and thezipline cable 106. According to one embodiment, thetension line 140 may be a non-stretchable high quality marine rope or be a polyester double braid rope. According to another embodiment, thetension line 140 may be made of Dyneema®. According to further embodiments, water-repellent cables that are highly durable and suffer little degradation from sun light may be used for thetension line 140. According to one embodiment, thetension line 140 may be made of ⅜ inch marine grade yacht line rated for loads that are greater than 3,000 pounds in weight. In still other embodiments, an AmSteel®-Blue cable, which is a torque-free 12-strand single braid cable, may be used for thezipline cable 106. According to another embodiment, thezipline cable 106 may be a ⅞ inch steel cable. - As will be appreciated by those skilled in the art, different materials and apparatus that absorb kinetic energy may be used for
damper 102. According to one embodiment, thedamper 102 is a uniform compression spring coil. According to other embodiments, thedamper 102 may be a progressive spring coil, a viscous damper, a fiction damper, or a magnetic brake with modifications as may be appreciated by the persons skilled in the art. According to one embodiment, thedamper 102 includes springs having a spring constant ranging from 5 to 20 kN/m. - Turning blocks that are known to persons skilled in the art can be used for the base foot blocks 110 a, 110 b, the
front foot block 112 and the side stand-upblock 142. According to one embodiment, the turning blocks may be marine grade turning blocks. According to another embodiment, the turning blocks may be marine grade blocks rated for loads that are 3,000 pounds in weight. - The
origination supporting member 108 and thedestination supporting member 130 may be constructed using different materials, including, without limitation, wood, metal, or any material suitable for building structures. Theorigination supporting member 108 and thedestination supporting member 130 have areas, such as platforms, that allow for launching riders down azipline cable 106 and for landing riders from therider carrier 160. -
FIG. 7A is a side view illustrating azipline braking system 100 in anuncompressed configuration 190 according to an embodiment of the invention, andFIG. 7B is a side view illustrating the zipline braking system ofFIG. 7A in acompressed configuration 192 according to an embodiment of the invention. According to one embodiment of the present invention as illustrated inFIG. 7A and 7B , azipline braking system 100 includes adestination supporting member 130 connected to azipline cable 106, adamper 102 connected to thedestination supporting member 130, abase foot block 110 at theposterior end 182 of thedamper 102, afront foot block 112 attached to the secondary stoppingmember 120 and located at theanterior end 184 of thedamper 102. In thezipline braking system 100, the secondary stoppingmember 120 is mounted on thezipline cable 106 and connected to anarrester cable 152. A primary stoppingmember 104 is connected to atension line 140, the tension line being led around a side stand-upblock 142, thebase foot block 110, and thefront foot block 112. Thearrester cable 152 is connected to anarrester ballast 150 through anarrester clutch 154 and led around anarrester foot block 156. According to one embodiment, the side stand-upblock 142 is connected to thedestination supporting member 130. In other embodiments, the side stand-upblock 142 is connected to aside supporting member 180. - When the zipline is in use, a
rider carrier 160 moving from theorigination supporting member 108 towards thedestination supporting member 130. Theconnection member 162 engages therider carrier 160 and subsequently the connection member engages the primary stoppingmember 104. Upon theconnection member 162 engaging the primary stoppingmember 104 when moving towards thedestination supporting member 130, therider carrier 160 andconnection member 162 cause the primary stoppingmember 104 to move towards the destination supporting member 130 (such engagement also causing a decelerating force to be exerted on therider carrier 160 in adirection 20 away from thedestination supporting member 130, as described below). The movement of the primary stoppingmember 104 creates tension in thetension line 140, and the tension in thetension line 140 causes compression of thedamper 102. The compression of thedamper 102 and movement of the primary stoppingmember 104 result in an increase in length of asegment 140 a of thetension line 140 between the side stand-upblock 142 and the primary stoppingmember 104. Such compression and movement also decrease the length ofsegments member 144 on thedestination supporting member 130 and led around thefront foot block 112 and the base foot block 110) around thedamper 102. The decrease in thetension line segments member 120 to move towards thedestination support member 130 and further compressing thedamper 102. As such, the movement of the primary stoppingmember 104 causes thebraking system 100 to change from theuncompressed configuration 190 to thecompressed configuration 192 as thedamper 102 compresses. In some embodiments, the primary stoppingmember 104 further includes a clutch 170 as shown inFIG. 7A and 7B to prevent the primary stoppingmember 104 from rolling back towards theorigination supporting member 108. According to one embodiment, the securingmember 144 is a clutch. According to other embodiments, the securingmember 144 may be a cam cleat, a jam cleat, or a clam cleat. According to another embodiment, the securingmember 144 may be a marine grade horn cleat rated for loads that are higher than 3,000 pounds in weight. -
FIG. 8A is a top view illustrating azipline braking system 800 in anuncompressed configuration 890 according to another embodiment of the invention. In this embodiment, twotension lines 840 are used and they are each connected to the primary stoppingmember 104. Each of the tension lines 840 is led around a side stand-upblock 842 and abase foot block 810 connected to thedestination supporting member 130,such blocks 810 located on either side of thezipline cable 106. The side stand-upblocks 842 may be connected to side supportingmembers 880. Each of thetension lines 840 are connected to the secondary stoppingmember 120. -
FIG. 8B is a top view illustrating thezipline braking system 800 ofFIG. 8A in acompressed configuration 892 according to another embodiment of the invention. Movement of the primary stoppingmember 104 towards the destination supporting member 130 (after engagement with theconnection member 162 and the engagement of theconnection member 162 with therider carrier 160 moving in the same direction) along thezipline cable 106 creates tension in the tension lines 840, leading to compression of thedamper 102 by reduction in the lengths ofsegments 840 b of the tension lines 840. The compression of thedamper 102 and movement of the primary stoppingmember 104 result in an increase in lengths ofsegments 840 a of thetension lines 840 between the side stand-upblock 842 and the primary stoppingmember 104 relative to theuncompressed configuration 890 of thebraking system 800. A deceleration force in adirection 20 away from thedestination supporting member 130 reduces the speed of the primary stoppingmember 104 upon engagement of the primary stoppingmember 104 with the secondary stoppingmember 120. Movement of the secondary stoppingmember 120 towards thedestination supporting member 130 as a result of the movement of thetension lines 840 compresses thedamper 102. Thedamper 102 is further compressed upon engagement of the primary stoppingmember 104 with the secondary stoppingmember 120. -
FIG. 9A is a top view illustrating azipline braking system 1000 in an uncompressed configuration according to another embodiment of the invention. In this further embodiment, thetension line 140 is connected to the primary stoppingmember 104 and anend block 300 connected to thedestination supporting member 130, and thetension line 140 is led around the side stand-upblock 142. Acompression line 302 is connected to thedestination supporting member 130 through a securingmember 144 and led around theend block 300, thebase foot block 110, and connected to the secondary stoppingmember 120. Theend block 300 is movable such that it can move in a direction away from thedestination supporting member 130 upon movement of therider carrier 160 towards thedestination supporting member 130 and engagement of theconnection member 162 with therider carrier 160 and the primary stopping member 104 (such engagement also causing a decelerating force to be exerted on therider carrier 160 in adirection 20 away from the destination supporting member 130). The movement of the primary stoppingmember 104 creates tension in thetension line 140, and the tension in thetension line 140 causes theend block 300 to move away from thedestination supporting member 130. This movement creates tension in thecompression line 302 and leads to a decrease in length of asegment 302 a of thecompression line 302 between the secondary stoppingmember 120 and thebase foot block 110 and compression of thedamper 102. Movement of the secondary stoppingmember 120 as a result of such reduction in the length of thesegment 302 a of thecompression line 302 further compresses thedamper 102, as thebraking system 1000 switches from the uncompressed configuration to a compressed configuration with thedamper 102 compressed. Thedamper 102 is further compressed upon engagement of the primary stoppingmember 104 with the secondary stoppingmember 120. -
FIG. 9B is a top view illustrating a zipline braking system in an uncompressed configuration, which is similar toFIG. 9A . In this embodiment, compression of thedamper 102 and movement of the primary stoppingmember 104 result in a decrease in the length ofsegments 940 b and 940 c of the compression line 302 (that is fixed to the securingmember 144 on thedestination supporting member 130 and led around thefront foot block 112 and thebase foot block 110. The decrease in thecompression line segments member 120 to move towards thedestination support member 130 and further compressing thedamper 102. In addition, in this embodiment thetension line 140 is led through a clutch which can be positioned proximate to the side stand-upblock 142. -
FIG. 10A is a top view illustrating azipline braking system 1100 in an uncompressed configuration according to another embodiment of the invention. In this embodiment, thetension line 140 is connected to the primary stoppingmember 104 and led around the side stand upblock 142 and a second side stand upblock 310 and connected to a securingmember 144 on a secondside supporting member 322. The second side stand-upblock 310 is attached to thedestination supporting member 130 and is movable away from thedestination supporting member 130 when pulled by thetension line 140. Thecompression line 302 is connected to the second side stand-upblock 310 and the secondary stoppingmember 120 and is led around thebase foot block 110 and theend block 300. Upon engagement of the primary stoppingmember 104 by theconnection member 162 together with theconnection member 162 engaging with therider carrier 160 in movement towards thedestination supporting member 130 along thezipline cable 106, therider carrier 160 causes the primary stoppingmember 104 to move towards the destination supporting member 130 (such engagement also causing a decelerating force to be exerted on therider carrier 160 in adirection 20 away from thedestination supporting member 130, as described below). The movement of the primary stoppingmember 104 creates tension in thetension line 140, and the tension in thetension line 140 causes the second side stand-upblock 310 to move away from thedestination supporting member 130. Such movement of the second side stand-upblock 310 creates tension in thecompression line 302 and leads to a decrease in length of thesegment 302 a of the compression line between secondary stoppingmember 120 and thebase foot block 110 and compression of thedamper 102. Movement of the secondary stoppingmember 120 as a result of such reduction in the length of thesegment 302 a of thecompression line 302 further compresses thedamper 102, as thebraking system 1100 switches from an uncompressed configuration to a compressed configuration with thedamper 102 compressed. Thedamper 102 is further compressed upon engagement of the primary stoppingmember 104 with the secondary stoppingmember 120. -
FIG. 10B is a top view illustrating a zipline braking system in an uncompressed configuration, which is similar toFIG. 10A . In this embodiment, compression of thedamper 102 and movement of the primary stoppingmember 104 result in a decrease in the length ofsegments 940 b and 940 c of the compression line 302 (that is fixed to the securingmember 144 on thedestination supporting member 130 and led around thefront foot block 112 and thebase foot block 110. The decrease in thecompression line segments member 120 to move towards thedestination support member 130 and further compressing thedamper 102. In addition, in this embodiment thetension line 140 is led through a clutch which can be positioned proximate to the side stand-upblock 142. -
FIG. 11 is a top view illustrating azipline braking system 1200 in an uncompressed configuration according to another embodiment of the invention. In this embodiment, thetension line 140 is connected to the primary stoppingmember 104 and led around the side stand-upblock 142, theend block 300, thebase foot block 110, thefront foot block 112 connected to the secondary stoppingmember 120, and is connected to a securingmember 144 on thedestination supporting member 130 between thebase foot block 110 andend block 300. Upon engagement of theconnection member 162 with therider carrier 160 and the subsequent engagement of theconnection member 162 with the primary stoppingmember 104, wherein therider carrier 160 is in movement towards thedestination supporting member 130 along the zipline cable 106 (such engagement also causing a decelerating force to be exerted on therider carrier 160 in a direction away 20 from the destination supporting member 130), tension is created in thetension line 140, which causes a reduction in the length of thesegment 140 e of thetension line 140 that is betweenfront foot block 112 andbase foot block 110. This reduction results in the compression of thedamper 102 due to movement of the secondary stoppingmember 120 towards thedestination supporting member 130 and an increase in length of thesegment 140 a of thetension line 140 between the primary stoppingmember 104 and the side stand-upblock 142. Thebraking system 1300 switches from an uncompressed configuration to a compressed configuration with thedamper 102 compressed. Thedamper 102 is further compressed upon the primary stoppingmember 104 engaging the secondary stoppingmember 120. -
FIG. 12 is a top view illustrating azipline braking system 1300 in an uncompressed configuration according to another embodiment of the invention. In this embodiment, thetension line 140 is connected to the primary stoppingmember 104 and led around the side stand-upblock 142, theend block 300, thebase foot block 110, thefront foot block 112 connected to the secondary stoppingmember 120, and is connected to a securingmember 144 located between theend block 300 and the side stand-upblock 142. Upon engagement of theconnection member 162 with therider carrier 160 and the subsequent engagement of theconnection member 162 with the primary stoppingmember 104, wherein therider carrier 160 is in movement towards thedestination supporting member 130 along the zipline cable 106 (such engagement also causing a decelerating force to be exerted on therider carrier 160 in adirection 20 away from the destination supporting member 130), tension is created in thetension line 140, which causes a reduction in the length of thesegment 140 e of thetension line 140 that is between thefront foot block 112 and thebase foot block 110. These results in the compression of thedamper 102 due to movement of the secondary stoppingmember 120 towards thedestination supporting member 130 and an increase in length of thesegment 140 a of thetension line 140 between the primary stoppingmember 104 and the side stand-upblock 142. Thebraking system 1300 switches from an uncompressed configuration to a compressed configuration with thedamper 102 compressed. Thedamper 102 is further compressed upon the primary stoppingmember 104 engaging the secondary stoppingmember 120. In some embodiments, thetension line 140 is led through a clutch which can be positioned proximate to the side stand-upblock 142. -
FIG. 13 is a top view illustrating azipline braking system 1400 in an uncompressed configuration according to another embodiment of the invention. In this embodiment, thetension line 140 is connected to the primary stoppingmember 104 and led around the side stand-upblock 142, thebase foot block 110, thefront foot block 112 connected to the secondary stoppingmember 120, theend block 300, and connected to a set ofsprings 320 that is connected to a secondside supporting member 322. Upon engagement of theconnection member 162 with therider carrier 160 and the subsequent engagement of theconnection member 162 with the primary stoppingmember 104, wherein therider carrier 160 is in movement towards thedestination supporting member 130 along the zipline cable 106 (such engagement also causing a decelerating force to be exerted on therider carrier 160 in adirection 20 away from the destination supporting member 130), tension is created in thetension line 140, which causes a reduction in the length of thesegment 140 e of thetension line 140 that is betweenfront foot block 112 andbase foot block 110. This reduction results in the compression of thedamper 102 due to movement of the secondary stoppingmember 120 towards thedestination supporting member 130 and an increase in length of thesegment 140 a of thetension line 140 between the primary stoppingmember 104 and the side stand-upblock 142. Thebraking system 1300 switches from an uncompressed configuration to a compressed configuration with thedamper 102 compressed. Thedamper 102 is further compressed upon the primary stoppingmember 104 engaging the secondary stoppingmember 120. The movement of thetension line 140 is further mediated by the set ofsprings 320 acting on thetension line 140. Thedamper 102 may be loaded in a 2:1 ratio with thesprings 320 being loaded 1:1, and this structure may provide flexibility in fine tuning of thezipline braking system 1400. -
FIG. 14 is a side view illustrating azipline braking system 1500 in an uncompressed configuration according to another embodiment of the invention. In this embodiment, thetension line 140 is connected to the primary stoppingmember 104 and to a securingmember 144 connected to thedestination supporting member 130 and is led around the side stand-upblock 142, thebase foot block 110, and thefront foot block 112 connected to the secondary stoppingmember 120. The secondary stoppingmember 120 is connected to thearrester cable 152 which is led around anarrester foot block 156 and connected to anarrester ballast 150 through anarrester clutch 154. Upon engagement of theconnection member 162 with therider carrier 160 and the subsequent engagement of theconnection member 162 with the primary stoppingmember 104, wherein therider carrier 160 is in movement towards thedestination supporting member 130 along the zipline cable 106 (such engagement also causing a decelerating force to be exerted on therider carrier 160 in adirection 20 away from the destination supporting member 130), tension is created in thetension line 140, which causes a reduction in the length of thesegment 140 e of thetension line 140 that is betweenfront foot block 112 andbase foot block 110. This reduction results in the compression of thedamper 102 due to movement of the secondary stoppingmember 120 towards thedestination supporting member 130 and an increase in length of thesegment 140 a of thetension line 140 between the primary stoppingmember 104 and the side stand-upblock 142. Thebraking system 1500 switches from an uncompressed configuration to a compressed configuration with thedamper 102 compressed. Thedamper 102 is further compressed upon the primary stoppingmember 104 engaging the secondary stoppingmember 120. Movement of the secondary stoppingmember 120 is further mediated by the weight of thearrester ballast 150. Thearrester line 152 and thearrester ballast 150 may be adapted for use with different embodiments of the present invention. -
FIG. 15 is a top view illustrating azipline braking system 1600 in an uncompressed configuration according to another embodiment of the invention. In this embodiment, thezipline braking system 1600 includes adestination supporting member 130 connected to azipline cable 106, adamper 102 connected to thedestination supporting member 130, abase foot block 110 at theposterior end 1601 of thedamper 102, afront foot block 112 attached to the secondary stoppingmember 120 and located at theanterior end 1602 of thedamper 102, a secondary stoppingmember 120 mounted on thezipline cable 106, a primary stoppingmember 104 connected to atension line 140, thetension line 140 being led around the side stand-upblock 142, a second stand-upblock 148 connected to thedestination supporting member 130,small blocks 146, ablock 1603 mounted on ananti-slack bungee 158, thebase foot block 110, andfront foot block 112, and connected to the securingmember 144. In this embodiment, thetension line 140 is led through a clutch 172. - Upon the
connection member 162 engaging with therider carrier 160 and subsequently theconnection member 162 engaging the primary stoppingmember 104 when therider carrier 160 andconnection member 162 are moving towards the destination supporting member 130 (such engagement also causing a decelerating force to be exerted on therider carrier 160 in adirection 20 away from the destination supporting member 130), tension is created in thetension line 140, which causes a reduction in the length ofsegments tension line 140 that is betweenfront foot block 112 andbase foot block 110. This reduction results in the compression of thedamper 102 due to movement of the secondary stoppingmember 120 towards thedestination supporting member 130 and an increase in length of thesegment 140 a of thetension line 140 between the primary stoppingmember 104 and the side stand-upblock 142. Thebraking system 1600 switches from an uncompressed configuration to a compressed configuration with thedamper 102 compressed. Thedamper 102 is further compressed upon the primary stoppingmember 104 engaging the secondary stoppingmember 120. Theanti-slack bungee 158 may assist with retaining tension in thetension line 140 during operation of thebraking system 1600. According to one embodiment, theanti-slack bungee 158 is a nylon protected rubber bungee with a diameter of ½ inch. In some embodiments, the primary stoppingmember 104 further includes a clutch 170 as shown inFIG. 15 to prevent the primary stoppingmember 104 from rolling back towards theorigination supporting member 108. - The above embodiments may contribute to an improved zipline braking system and may provide one or more advantages. First, the zipline braking system may utilize common components such as blocks and cables that are known by and accessible to those skilled in the art. Secondly, the zipline braking system may provide a gentler deceleration of the zipline rider. Thirdly, the
zipline braking system 100 may allow off-the-shelf parts to be used so as to decrease the costs of implementing the zipline braking system in comparison to systems requiring use of custom parts. Fourthly, the zipline braking system may be adopted for use with various types of ziplines. - The embodiments of the invention described above are intended to be exemplary only. Those skilled in this art will understand that various modifications of detail may be made to these embodiments, all of which come within the scope of the invention.
Claims (19)
1. A zipline braking system comprising:
a zipline cable and a destination supporting member;
a rider carrier coupled to the zipline cable for movement towards the destination supporting member, such movement generating kinetic energy;
a damper connected to the destination supporting member;
a tension line;
a connection member coupled to the zipline cable and configured to engage the rider carrier;
a stopping member coupled to the zipline cable and the tension line; and
the tension line for transferring the kinetic energy to the damper upon the connection member engaging the stopping member in movement to the destination supporting member.
2. The zipline braking system according to claim 1 , wherein the connection member engages the rider carrier and the primary stopping member using similar means for engagement.
3. The zipline braking system according to claim 2 , wherein the means for engagement is a claw mechanism.
4. The zipline braking system according to claim 1 , wherein a first claw mechanism engages the connection member with the rider carrier and a second claw mechanism engages the connection member with the primary stopping member, wherein the first claw mechanism or the second claw mechanism or both transition from an open configuration to a closed configuration due to gravity.
5. The zipline braking system according to claim 1 , wherein a first claw mechanism engages the connection member with the rider carrier, said first claw mechanism includes a biasing member configured to bias the first claw mechanism into a closed or engaged configuration.
6. The zipline braking system according to claim 1 , wherein a second claw mechanism engages the connection member with the primary stopping member, said second claw mechanism includes a biasing member configured to bias the second claw mechanism into a closed or engaged configuration.
7. The zipline braking system according to claim 1 , wherein a first claw mechanism engages the connection member with the rider carrier, said first claw mechanism is retained in a closed configuration, wherein upon contact with the rider carrier the first claw mechanism transitions from the closed configuration to an open configuration and subsequently back to the closed configuration thereby engaging the rider carrier.
8. The zipline braking system according to claim 1 , wherein a second claw mechanism engages the connection member with the primary stopping member, said second claw mechanism is retained in a closed configuration, wherein upon contact with the primary stopping member the second claw mechanism transitions from the closed configuration to an open configuration and subsequently back to the closed configuration thereby engaging the primary stopping member.
9. The zipline braking system according to claim 1 , wherein a first claw mechanism engages the connection member with the rider carrier, said first claw mechanism is retained in an open configuration, wherein upon contact with the rider carrier the first claw mechanism transitions to a closed configuration thereby engaging the rider carrier.
10. The zipline braking system according to claim 1 , wherein a second claw mechanism engages the connection member with the primary stopping member, said second claw mechanism is retained in an open configuration, wherein upon contact with the primary stopping member the second claw mechanism transitions to a closed configuration thereby engaging the primary stopping member.
11. The zipline braking system according to claim 1 , wherein the connection member further includes one or more bumpers configured to contact the rider carrier or the primary stopping member or both.
12. The zipline braking system according to claim 1 , wherein the connection member engages the rider carrier using a latch engagement system or a claw engagement mechanism or a magnetic engagement system or a Velco™ type engagement system.
13. The zipline braking system according to claim 1 , wherein the connection member engages the primary stopping member using a latch engagement system or a claw engagement mechanism or a magnetic engagement system or a Velco™ type engagement system.
14. A method for decelerating a rider carrier travelling towards a destination supporting member along a zipline, the destination supporting member having a damper, the method comprising:
providing a connection member coupled to the zipline cable;
providing a stopping member coupled to the zipline cable and a tension line; and
transferring kinetic energy of the rider carrier to the damper with the tension line upon engagement of the rider carrier with the connection member and engagement of the connection member with the stopping member.
15. The method according to claim 14 , wherein a first claw mechanism engages the connection member with the rider carrier and a second claw mechanism engages the connection member with the primary stopping member, wherein transitioning the first claw mechanism or the second claw mechanism or both from an open configuration to a closed configuration is enabled by gravity.
16. The method according to claim 14 , wherein a first claw mechanism engages the connection member with the rider carrier, wherein transitioning the first claw mechanism from an open configuration to a closed configuration is enabled by a biasing member.
17. The method according to claim 1 , wherein a second claw mechanism engages the connection member with the primary stopping member, wherein transitioning the second claw mechanism from an open configuration to a closed configuration is enabled by a biasing member.
18. The method according to claim 14 , wherein a first claw mechanism engages the connection member with the rider carrier, wherein the method further comprises retaining the first claw mechanism in an open configuration and transitioning the first claw mechanism transitioning from the open configuration to a closed configuration upon contact with the rider carrier.
19. The method according to claim 14 , wherein a second claw mechanism engages the connection member with the primary stopping member, wherein the method further comprises retaining the second claw mechanism in an open configuration and transitioning the second claw mechanism transitioning from the open configuration to a closed configuration upon contact with the stopping member.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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US14/519,693 US20150135983A1 (en) | 2013-10-21 | 2014-10-21 | Zipline braking system |
Applications Claiming Priority (3)
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US201361893537P | 2013-10-21 | 2013-10-21 | |
US201361912847P | 2013-12-06 | 2013-12-06 | |
US14/519,693 US20150135983A1 (en) | 2013-10-21 | 2014-10-21 | Zipline braking system |
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US20150135983A1 true US20150135983A1 (en) | 2015-05-21 |
Family
ID=53002971
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US14/519,693 Abandoned US20150135983A1 (en) | 2013-10-21 | 2014-10-21 | Zipline braking system |
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US (1) | US20150135983A1 (en) |
CA (1) | CA2868497A1 (en) |
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