US2435471A - Safety device fob amusement - Google Patents

Description

1948 w. B. SCHMIDT SAFETY DEVICE FOR AMUSEMENT PARK RIDES Filed Dec. 1, 1944 2 SheetsSheet 1 Feb. 3, 1948. w. B. SCHMIDT 2,435,471

SAFETY DEVICE FOR AMUSEMENT PARK RIDES Filed Dec. 1, 1944 2 Sheets-Sheet 2 Patented Feb. 3, 1948 SAFETY DEVICE FOR AMUSEMENT PARK RIDES William B. Schmidt, Chicago, Ill.

Application December 1, 1944, Serial No. 566,139

9 Claims. 1

This invention relates to amusement park rides and has for its principal object the provision of safety devices therefor.

It is a main object of the invention to provide an automatic brake setting mechanism that operates to set the brake automatically in the event that the brake is not manually set before an approaching train reaches a predetermined point.

A further object of the invention is to provide a means for rendering the automatic brake setting mechanism inoperative when the brake is set in the usual manner thereby to render the automatic mechanism useable only in cases of emergency.

Still another object of the invention is to provide an automatic brake setting mechanism that can be installed in existing rides and in conjunction with existing brakesand brake setting mechanisms,

Still another object of the invention is to provide an automatic brake setting mechanism that can be manufactured a a rugged unit at low cost and can be economically installed and maintained in a ride.

Further objects of the invention not specifically mentioned here will be apparent from the detailed description and claims which follow, reference being had to the accompanying drawings in which a preferred embodimentof the invention is shown by way of example and in which:

Figure 1 is a diagrammatic view of a ride showing the apparatus of the present invention therein installed;

Figure 2 is a diagrammatic view illustrating the automatic brake setting mechanism of th present invention;

Figure 3 is a fragmentary cross sectional view taken substantially along the line 3-3 of Figure 1 and drawn to an enlarged scale; and

Figure 4 is a fragmentary cross sectional view taken substantially along the line 4-4 of Figure 3.

Amusement park rides frequently have free running trains, sometimes consisting of a single car and sometimes a plurality of cars coupled together as a train. The movement of such devices is usually controlled bystationary brakes located in the path of the cars and engaged thereby to bring the train to rest at a desired point. The present invention is applicable to all such rides, but herein it is shown applied to so-called roller coasters which serve as an excellent example of an application of the invention.

Roller coasters usually comprise a trackway having a high point to which trains are hauled,

generally by a chain mechanism, and the train released to travel over the remainder of the trackway under the force of gravity. The trackway contains hills, valleys and sharp curves, as desired, to add thrills to the ride. At the end of the ride the trackway leads into an unloading platform at which the train is stopped by a suitable brake mechanism to permit passengers who have completed the ride to disembark. The trackway is downhill so that when the brake at the unloading platform is released the empty train will move forwardly to the loading platform where it is brought to rest by a similar brake mechanism. When the train is loaded the brake at the loading platform is released and the train rolls downhill to the bottom of the chain, where it is picked up and propelled to the high point of the ride.

The brakes at both the unloading and loading platforms are manipulated by manual levers that are operated by attendants on the respective platforms. Most generally these levers are connected to the brake setting mechanism by suitable rods and bell cranks so that the force put on the hand lever by the attendant is the force that sets the brake. However, in certain instances electromagnetic or pneumatic means are employed to set the brakes and the hand lever serves merely as a control for such mechanisms.

A loaded train approaching the unloading platform usually travels at a speed of approximately thirty miles per hour, and it is necessary that the attendant have the brake at the unloading platform set prior to the entrance of the train into the braking zone. Should he fail to set this brake in time or, in the case of a power driven brake, should the power fail, the rapidly moving train will run through the unloading platform and may crash into a preceding train which is at the loading platform-or, if there be no train at the loading platform, continue on at an excessive speed to the bottom of the ride where, because of excessive speed, damage to the train and trackway and injury to the passengers may result,

The present invention provides a safety device through the operation of which the brake .at the unloading platform is automatically set by the train itself as that train enters the approach to the unloading platform, if the attendant has not previously set the brake in the usual manner. The train operated automatic brake setting mechanism is rendered inoperative each time the brake is operated in the usual manner.

In the preferred embodiment of the invention a trigger is located in the trackway in the ap- Train operated triggers of various kinds have i been used heretofore in the prior art, of which I am aware. However, in instances where these" triggers have been rendered inoperative by a manual operation ofa brake lever, the weight and a friction of the trigger displacing mechanism has added such a drag on the manual brakesettin'g i mechanism as to render hand setting of the brake difiicult if not impossible. The present inventionin its preferred form provides a new and improved trigger and trigger displacingmechanism which is free running and adds no appreciable drag to the manual brake setting lever.

Referring now to the drawings in more detailthe trackway 1, Figure 1, is shownas' a simple oval, by way of example, but it will be understood that this trackway may abound in hills, valleys and curves within the teachings of the invention.' A chain 2, driven by a motor 3, operates toelevate train to the high point 4 of the track'- way, the train passing off of the upper end of the chain and over the trackway under the force of gravity; The unloading platform 5 is equipped with a brake 6 that is operated by manual lever 1 moving from the solid line to the'dotted line positionlto set the brake to stop a train, Adjacent the unloading platform 5 is the loading platform 8 which is equipped with a brake 9 that is controlled by a lever ID to stop train at this platform. Located on the trackway in the approach to the brake B is a trigger mechanism ll thru the operation of which automatic setting of the'brake is accomplished. I

As'will be seen in Figure 2 the brake 6 consists of main members l5 which extend longitudinally of the trackway 2 between the rails. The memhers I 5--usually two in numberare adapted to be elevated into their set position by suitable means, such as toggles l5 and l'!, which are operated through the movement of an operating rod l8 by an actuator. In the case of. a manually actuated brake the actuator IE will consist of suitable bell cranks and rods connecting the lever llwto the rod I8 is such manner that movement of the lever 1 from the solid to the dotted lineposition in Figure 1 will move the rod l8 to the right, Figure 2,

to elevate thebrakemembers l5. 'I'heparticular type of brake mechanism is notof the essence of the present invention and the toggle operated vertically movable brake is shown by Way of example only. i 7 7 Located on the trackway and resting on the sup porting ties thereof, is a mounting block 2| which carries the trigger 22. Also, mounted on the trackway and between adjacent ones of the ties" 20, are sheaves or pulleys 23 around which is threaded a cable 24, the opposite ends of which cable are secured to the'opposite ends of the mounting block 21. Cable 24 is als connected to rod 18 by suitable clamp means 25. In the drawt such ascable 3 I,

necessary to locate the trigger beyond the curve.

In such a case such additional sheaves as maybe required will be used to position and support the cable. Also it may be necessary to support cable 3| in suitable sheaves, which have been omitted from the drawings to avoid an unnecessary complication thereof. 7 a

The automatic brake setting mechanism shown by way ofexample consists dffafixed pulley 28 around whicha cable 21i sj extended. One end of the cable 27 is fixed to the rod l8 and the other end to an actuator which is shown to comprise a Ipivoted'jlever 28 that is held in substantially hori- T zontal position by a latch 29 that is pivoted art-30.

The latch isheld in normal position'by a spring 33. A weight 34 is suspended from lever 23. Trigger 22 is connected to the latchv 29 by suitable means With the brake members l5 in their lower or normal position, the toggles it and i1 will be sprung asshown in FigureZ, and rod IE will be at the left end offits' path qf'movement. Mounting block 2! will be in such position that the trigger 22 extending upwardly the'refrom will lie in the pathofabrake'shoe 32 on the train and as the train moves to the right trigger 22 will be rotated clockwise around itspivot', thereby moving cable 31 to the left to withdraw the latch from beneath the lever 28,'permitting that leverto descend and through cable" 21 pull rod 18 to 'the'righuthereby straightening out the links of the toggles i6 and I1 and elevating the brake members it into the path of the'brake shoe 3'2, sothat when th train reaches the brake it will be stopped. Movement of the trigger'around its pivot tensions spring 33.

Movement of the rod 18' to the right moves the pivot of the trigger 22 to'the right, thereby moving the trigger out of the path of the shoe in a manner which will be presently described. This releases the tension on cable 3! to permit spring 33 to re,- storethe triggerintoposition to'hold'the weight elevated whenhext it is elevated.

As soon as the train on brake 6 is ready to proceed off of the brake, lever 'ljis moved from the attendant at the loading platform to assist'him in re-setting automatic brake mechanism :to its normalposition; This is desirable, since this automatic mechanism'moves out of normal only when the attendant is careless and frequen't requests for help will not meet withthe approval of the loading platformattendant. "In certain instances it may be advisable to make the weight ings the trigger is located on a straight portion of r the track leading'to the unloading platform and two sheaves 23 are all that are shown. "In many instances thetrack'will contain a curve that is so close to theunloadin'g platform that it will be 34 so heavy that it' cannotbef re-elevatedby a manipulationof the lever "I, but rather afsuitable be used'to re-set'the weight. 7 r Toggle links l6 and ll areQm'o e-d past the point where *the three pivots are alignment as the'brake is set thereby tolock the togglein the usual manner. fs topblock' 35 is engaged by lever 28 at the "instant that the pivots are in alignment or slightly' before they are in'falign' winch or block and tackle "(n'ot'shcwnll will have to merit and the-movementof the links and rod 18 past this dead center position places asmall amount of sleitzkincable' Z1. 7 This arrangement enables the attendant to operate lever l sufficiently to release the brake when a train is standing thereon even in cases where the weight 34 is too heavy to be re-set by an operation of the lever. The slack in cable 21 enables the attendant to move the toggle links into the dead center position and the weight of the train on the brake aids in releasing it at least enough to permit moving the train off the brake.

As will be seen in Figures 3 and 4 in its preferred form the trigger mechanism consists of a plate 46 mounted upon the trackway ties 2B, and carrying generally L-shaped guides 4| which fit over the bottom flanges 42 of angle irons whose upper flanges 43 are spaced apart by suitable blocks 44, and are substantially parallel to each other. Located between the flanges 43 and extending through a suitable opening 45 in the plate 48 is the trigger 22 hereinbefore referred to, The trigger may be provided with suitable bosses 4B, which place it centrally in the space between flanges 43 and which are pierced to receive a bolt or rod 4? that pivotally supports the trigger on the mounting block 2!. It will be noted that member 22 herein referred to as a trigger is shaped so that when it is engaged by the brake shoe 32, the trigger is moved by a camming action of the trigger and shoe. That is the trigger is rotated gradually rather than being tripped or knocked out of the way by the shoe. This gradual movement lessens the shock to the trigger and apparatus connected thereto, thereby prolonging its life.

Plate 4!! is located between the rails 58 of the trackway, these rails consisting of the usual plate 5| for receiving the load supporting wheel 52, side thrust plate 53 against which the side thrust wheel 54 of the car engages and the up-thrust plate 55 against which the lip-thrust wheel 55 of the car engages. The particular type of rail and the particular wheel arrangement of the car is not of the essence of the present invention.

Plate 40 is located to one side of the center of the trackway so that trigger 22 will be in line with the center of the brake shoe 32 carried beneath the car.

Mounted beneath the ties 28 is a stop block 48 against which the bottom portion of the trigger 22 normally rests. The point of engagement of the cable 3| to the trigger is located as near to the lowermost point of stop block 48 as possible.

Cable 24 is connected to opposite ends of the block 2| by suitable means such as U-clamps 49. When rod l8 moves to the right to set the brake members I5 in their uppermost position, the mounting block 2| will slide on the plate 49 to the right, Figure 4. This movement moves the pivot bolt 41 by which the trigger is mounted on the block to the right into the position in which it is shown in dotted lines in Figure 4. During this movement of the mounting block to the right, trigger 22 moves around the apex of the stop block 48 as a fulcrum and the upper end of the trigger moves out of the path of the brake shoe 32. Since the point of attachment of the cable 3| to the trigger 22 is near the fulcrum point of the trigger during this movement, cable 3| is not moved sufiiciently to unlatch the weight 34, and that weight therefore remains in its uppermost position. Movement of rod I8 to the right, Figure 2, puts slack in the cable 21 without effect at the time.

When the lever 1 is operated to release the brake, thereby to permit the train to move away from the loading platform, mounting block 2| is moved to the left, Figure 4, and trigger 22 is 6. moved back into the path of brake :shoe .32 so that should another train arrive at the trigger before the brake 6 is reset to stop it, the train will set the brake in the hereinbefore described manner.

The present invention is possessed of many advantages. It may be installed in a vast majority of the existing rides in a simple and relatively inexpensive manner and when installed it does not add sufficient drag on the manually operated brake setting mechanism to be noticeable. When properly adjusted, the mechanism will .set the brake when that brake has been left in its normal position, and when the brake has been moved but partially into its set position. The use of the mechanism of the present invention eliminates the possibility of a train running through the unloading platform because the attendant has forgotten to set the brake, or has but partially set it or-in the case of a power operated brake-because of a power failure. The devices required to put the present invention into use are not expensive to construct and install, and maintenance of the device is very low.

While I have chosen to illustrate my invention, by showing and describing a preferred embodiment of it, I have done so by way of example only, as there are many modifications and adaptations which can be made by one schooled in the art within the teachings of the invention.

Having thus complied with the statutes and shown and described a preferred embodiment of my invention, what I consider new and desire to have protected by Letters Patent is pointed out in the appended claims.

What is claimed is:

1. In a safety device for an amusement park train, a brake, means for setting said brake to stop a train, a trigger adapted to be operated by a train to set said brake and stop said train, and means actuated by said brake setting means for moving said trigger out of the path of a train.

2. In a safety device for an amusement park train, a brake, manually controlled means for setting said brake to stop a train, a trigger adapted to be actuated by a train, automatic means controlled by said trigger for setting said brake to stop the train, and means actuated by said manually controlled brake setting means moving to set the brake to stop a train for moving said trigger out of the path of a train.

3. In a safety device for an amusement park ride, a trackway over which trains run, a brake on said trackway, manual means for operating said brake to set it to stop a train, a trigger located on the trackway in the approach to said brake, and automatic means controlled by said trigger when the trigger is operated by being struck by the train to set said brake independently of said manual means.

4. In a safety device for an amusement park ride, a trackway over which trains run, a brake on said trackway, means for operating said brake to set it to stop a train, a weight, means for holding said Weight in an elevated position, means connecting said weight to said brake operating means, a trigger located on said trackway, and means actuated by a train hitting said trigger for operating said means for holding said weight to cause the weight to fall and thereby set said brake to stop said train.

5. In a safety device for an amusement park ride, a brake, means for actuating said brake to stop a train, a mounting block, a trigger pivotally mounted on said block, and means actuated by said brake actuating meansfor movingsaid mountingblock andltrigger thereby toimove the trigger out of the path oftheltrain: v

A. 6. In a safety device'for an: amusement{park vby the train to permit saidweight'to fall and thereby operate said brake to stop the train.

7. In anamusement park ride, a trackway, a train adapted to run over'the ,trackway, an ,unloading platform, a brakeonithe' trackwaymovable from a normal into a set position in which set position the brake will stop the train at the unloading platform, manually controlled'rneans for'moving said brake from normal to set, position, automatic means for moving said brake from normal to set position independently of said manually controlled means, a trigger located on said trackwayin the approach to said unloading platform'and having a normal and a set posi- 'tion, means connecting said trigger to said brake and operableto move the trigger from normal to set position "simultaneously with a movement of the brake from normal to set position, means ,on said train adapted to strike and operate the trigger only when the, trigger is in said normal position and means responsivegto an operation of the trigger for operating said automatic means to move said brake from normal ltovset position to stop said train at :thelunloadinguplatforini 8. Ina safety device for .an amusement park ride, a trackway, abra-ke on said trackway, means including a longitudinally movable rodforsetting said brake to stop a train, a mounting, block,

means securing said block on saidtrackway for trigger pivotally mounted; on said block andextending into the path of atrain on ;said track'- limited longitudinal movement 1 ,therealong, a

,file of this patent:

45 1,236,314 Way, means controlled by saidtrigger rotating on, v 1

its, pivot mounting when struclgby a train for setting said brake'to stop the; train, a stop blocl; fixed below the trackway and engaged by said trigger, manually controlled means for moving said longitudinally movable rod to set said brake to, stop a; train,; and means connectingsaid mounting block tojsaid rod'tocause movement of the rod to move said mounting block, longi tudinally along the trackway andtherebyrotate said trigger around said stop block as a fulcrum to move the trigger out of the path of atrain 9. In an amusement park ride, a trackway,-a train adapted to run over thetrack-way, an-una' loading platform, a brake on the trackway move able from a normal into a set position in which set position the brake] will stop the train atthe unloading platform, gmeans including-a longi+' tudinally movable rod for moving said brake fromjnormal'to set position, manually operable means for actuating said brake settingmeans, a mounting block slidably mounted on said track,- way in the approach to said unloading platform, cable means connected ,to said mounting block and movable rod and adapted on movement of the rod to move the brake from normal to set position to move the mounting block from normal to set position, automatic means for moving said brake from normal to set positionpindependently of said manually operable means, a trigger pivoted'on said mounting block and dis.- posed in the path of the train when the block is in normal position, and means actuated by the striking of said triggerby the train for operating the train.

,WILLIAM B. SCHMIDT,

v 7 REFERENCES CITED 7 The following references are of record in the 'UNI'IYED STATES YPATQEN'IS' a Number Name Date Keller Aug. 7, 1917 Gunn Mar. 6, 1906

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