Note: Descriptions are shown in the official language in which they were submitted.
CA 02782135 2012-05-28
1
Rail system and a travel board for the rail system
Description
The invention relates to a rail system according to the preamble of patent
claim 1 as well as to a
travel board according to the preamble of patent claim 7.
Precisely during the summer when there is no snow or in areas of light
snowfall, it is appropriate
to provide facilities that make possible travelling down a mountain slope
without having to
depend on snow.
Known is a leisure apparatus that comprises a travel board which makes it
possible to travel
downwardly on a surface (US 2006/0214385 Al). The length of the track or
course can herein
be variable.
Known is further an illuminated track for snowboards comprised of a rail whose
surface is
transparent and on which travel with snowboards, skateboards or similar
equipment is enabled
(US 2006/0174428 Al). This track is supported on support members such that the
track extends
above ground.
There is further also known a rail system also supported on support members
(JP 2004 057733).
in this sysiciu LIG iaiis aic coiuicuied whit one another across connection
elements.
Lastly a cost-effective rail system is also known (DE 10 2008 023 909 B3)
which can be
traversed using a travel board. This rail system can readily be assembled and
disassembled again
whereby the course can very easily be varied. For this purpose the rail system
is oriented
downhill. This can be attained, for example, thereby that the rail system is
erected on a mountain
slope. By means of the travel board fabricated especially for this purpose a
person standing on it
can subsequently travel down the slope.
CA 02782135 2012-05-28
2
The present invention addresses the problem of providing a rail system on
which at least one
travel board can travel.
The problem is resolved according to the features of claims I and 7.
The invention consequently relates to a rail system comprised of two parallel
disposed rail
sections. Each rail section comprises a superstructure disposed on a base, the
superstructure
having a middle part disposed suspended between two side parts. Each of these
rail sections
includes a rail which, in contrast to the rail described in DE 10 2008 023 909
B3, has expanded
side margins. A person using a travel board especially fabricated for this
purpose can travel on
this rail system. The travel board herein includes at least one wheel
suspension arrangement for
each of the rail sections.
The advantage of this travel board is that the travel board has a bar profile
comprised of several
parallel bars which are oriented in the transverse as well as in the
longitudinal direction of the
travel board. This bar profile is disposed within a synthetic profile
implemented as a hollow
profile of the travel board and spring-supported in hollow volumes of the
hollow profile. This
enables the travel board to adapt well to the travel trajectory. The travel
board comprises
several, preferably three or four, wheel suspension arrangements including
several wheels. A
portion of the wheels of the travel board are disposed on the rail and a
portion of the wheels at
least partially beneath the side margins of the rail. Therewith it becomes
possible to travel very
Sharp k U1 CS with tiic tiavel board wiiiioui. die iravei board flying off the
rail system.
To heighten the enjoyment of travel, that travel time is determined which is
required to master a
course. Penalty times are assigned if it is to be assumed that a person, due
to too strong an
oblique position in the curves, would have flown off the trajectory with the
travel board. These
penalty times are added to the travel time. Thus, mastering a course also
requires skill and
anticipatory travelling. Speed alone is consequently not the only issue.
The rail system as well as the travel board are shown in the Figures and will
be explained in
further detail in the following. In the drawing depict:
., CA 02782135 2012-05-28
3
Figure 1 a top view onto a segment of a rail system comprised of two rail
sections,
Figure 2 a perspective view of a portion of the rail system according to
Figure 1 toward section
A-A,
Figure 3 a top view onto a further segment of the rail system depicted in
Figure 1,
Figure 4 a front view onto a connection element,
Figure 5 a top view onto a rail section depicted in Figure 1 according to
section B-B,
Figure 6 a front view of the connection element according to Figure 4 disposed
on a base,
Figure 7a to 7d a connection element with which two flat profiles can be
connected with one
another,
Figure 8a to 8c attaching the connection element shown in Figure 4 to a base,
Figure 9 a top view onto a travel board disposed on the rail system according
to Figure 1,
Figure IOa to l Oc a person with the travel board according to Figure 9,
Figure 11 an interior view of the travel board according to Figure 9,
Figure 12 a section D-D through the travel board depicted in Figure 11,
Figure 13 a section E-E through a wheel suspension arrangement of the travel
board according to
Figure 11,
Figure 14 an enlarged detail of the wheel suspension arrangement depicted in
Figure 11,
Figure 15 a variant of the wheel suspension arrangement depicted in Figure 12,
Figure 16a and 16b a first part of a mounting for a wheel suspension of the
wheel suspension
arrangement depicted in Figure 15,
1 1 ^7 to 1 7, 1 c 1 P 1 i t
11~'u1G 1 / a Lo 1 / l; a secalllu pwt 101 Llle 111ouumuig of ule wheel
suspension according to Figures
16a and 16b,
Figure 18 the mounting composed of the first and second part,
Figure 19 a wheel disposed on the second part of the mounting,
Figure 20 a sensor of the travel board according to Figure 11,
Figure 21 a function diagram for a travel analysis,
Figure 22 an enlarged detail of the travel board according to Figure 11 toward
section I-I,
Figure 23 a section K-K through the wheel suspension arrangement shown in
Figure 13,
Figure 24 an enlarged detail of the travel board according to Figure 9 toward
section J-J,
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4
Figure 25 a detail of the travel board toward section L-L through the travel
board depicted in
Figure 9.
Figure 1 shows a top view onto a rail system 1 comprising two rails 2, 3
extending parallel to one
another. This rail system 1 forms a track along which a person can travel
using a travel board
provided for this purpose. The rail system 1 is for this purpose preferably
erected on a slope
such that a person using the travel board disposed on the rail system 1 can
travel down the slope.
A person travelling on a travel board on the rail system 1 is not shown in
Figure 1. However, the
rail system 1 can also be located on level terrain. In this case the travel
board includes a drive
system that enables a person to move on a level track with the travel board.
This drive system
can be, for example, an electric or gasoline motor.
Figure 1 shows an ending section 4 with an end 5 as well as a starting section
6 with a start 7 of
the rail system 1. The end 5 as well as the start 7 of the rail system 1 are
herein not shown in
their entirety. A middle section is not shown in Figure 1.
The two rails 2, 3 are encompassed by a side margin 8, 9 and 10, 11,
respectively, wherein the
side margins are not provided in the region of end 5 as well as of start 7 of
the rail system 1. The
rails 2, 3 as well as the side margins 8, 9, 10, 11 which encompass the rails
2, 3 are attached on
bases disposed one after the other. These bases are, however, not evident in
Figure 1.
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ig._._,...uic I c _--aiin -- _ 7..1 _ 1 1 =1 1 1 ,1 1
i yinncipne uc ucSeliueu uy iwu paratlcl exienuing
rail sections 12, 13. The structure of the start 7 as well as the end 5 of the
rail sections 12, 13
corresponds substantially to the superstructure of the rail system described
in DE 10 2008 023
909 B3.
Between the two rail sections 12, 13 are provided two bar profiles 14, 15
disposed parallel to one
another. Each of these bar profiles 14, 15 is comprised of several flat
profiles that are connected
with one another across connection elements, which, however, is not shown in
Figure 1. Each of
these bar profiles is thus structured modularly. The two rail sections 12, 13
are connected with
the two bar profiles 14, 15 across connection elements 16 to 19. The rail
sections 12, 13 are also
CA 02782135 2012-05-28
structured modularly and are comprised of several segments which can be
assembled to form the
corresponding rail section 12 and 13.
The rail system 1 comprises four actuators 20 to 23 disposed at each ending
section 4 and
starting section 6 of the rail system 1. These actuators 20 to 23 can be, for
example, magnets.
Herein for each rail 20, 21 of each rail section 12, 13 two actuators 20, 22
each or 21, 23,
respectively, are provided. The two actuators 20 to 23 of each rail section
12, 13 are disposed
opposite one another. These actuators 20 to 23 serve for determining the speed
attained by a
person with a travel board when this person travels the course from starting
section 6 to ending
section 4 of the rail system 1.
Figure 2 shows a section A-A through the rail section 12 of the rail system 1,
wherein only a
segment of the rail section 12 is shown. For the sake of clarity, the
connection element 19 is not
depicted. The rail section 12 is comprised of a superstructure 24 comprising a
middle part 25 as
well as two side parts 26, 27 disposed thereon. This superstructure 24 is
disposed on a base 30
and secured thereon with securement means, for example bolts. Such securement
means are
however not shown in Figure 2 for the sake of clarity.
When assembling the rail section 12 of rail system 1, first, the middle part
25 is connected with
the base 30 by means of connection elements. Subsequently the side parts 26,
27 are disposed on
the middle part 25 and the connection elements are tightened whereby the side
parts 26, 27 are
(' 1 i1 111 r1^ TT .1 1
rrxeu on me nnuuie pari L.J. 'However, mire corniec iion eremerris are not
shown in Figure 2. ine
superstructure 24 consequently is firmly seated on the base 30. It is
therefore not possible for the
superstructure 24 to slip. The base 30, as well as also the superstructure 24,
is structured
modularly. The middle part 25 is not directly connected in contact with the
base 30.
The middle part 25 includes a wall 28 encompassing a hollow volume 29. The
wall 28 of the
middle part 25 comprises further four sections 31 to 34 implemented as hooks.
Two sections 31,
34 and 32, 33 are herein each disposed on one side of the middle part 25.
These sections 31 to
34 encompass at least regionally one L-form section 35 to 38 each of the side
parts 26, 27. The
CA 02782135 2012-05-28
6
side part 27 is herein mirror-symmetric opposite the side part 28 and has
substantially the shape
of an "E".
Through this disposition of side parts 26, 27 and middle part 25, the
superstructure 24 is in
principle a resilient element that withstands high pressure since the central
part 25 is disposed
suspended in the two side parts 26, 27.
Each side part 26, 27 is disposed with its L-shaped section 35, 37 on the base
30. The L-shaped
sections 35, 37 are connected with a section forming the side walls 39, 40 of
side parts 26, 27.
The side wall 39 or 40 of side part 26 and 27, respectively, extends obliquely
upwardly, wherein
the inner angle (3 between the L-shaped section 3 5 and the side wall 40 and
between the L-
shaped section 37 and the side wall 39 is less than 90 . This angle 0 is
preferably 60 to 80 and
especially preferred 75 .
The L-shaped sections 36 and 38 are disposed in the middle region of the
particular side wall 39
and 40, respectively. The L-shaped section 36 is disposed above section 35 and
the L-shaped
section 38 above section 37. The angle 0 is here also preferably 60 to 80
and especially
preferred 75 . The side parts 26, 27 include each an upper section 41, 42
substantially
implemented in the shape of a U, which section terminates with a top side 43
of the middle part
25. The two side parts 26, 27 include further a widened side margin 8, 9. The
top side 43 of the
middle part 25 consequently serves as a rail 2, on which at least a portion of
a travel board, not
_1_____._ T'___.._ /l 1= 1 *T'1 1 n n 1 ,1 A ==.. r
JI1o wn in r'1~'uIL G, is umpuseu. rile IWU slue 111M gills 0, 7, logeuier
witn the rail G, form thus the
rail proper on which the travel board is at least partially disposed. In
Figure 2 can also be seen
the actuator 22 which is disposed on the rail 2.
On the base 30 are disposed two hook elements 46, 47 which serve for disposing
the connection
element 19 on the base 30. Therewith the rail section 12 can be connected with
the flat profile
14 of the rail system 1, as is depicted in Figure 1.
CA 02782135 2012-05-28
7
The superstructure 24 of the rail section 12 of rail system 1 corresponds thus
substantially to the
structure of the rail system described in DE 10 2008 023 909 B3, wherein the
rail system in DE
2008 023 909 B3 does not include widened side margins 8, 9.
In Figure 3 is depicted a segment of the middle section of rail system 1,
which is not shown in
Figure 1. Evident are the two parallel rail sections 12, 13 with the two rails
2, 3. Of the two rail
sections 12, 13 only the rails 2, 3 are herein depicted. The two side margins
encompassing the
rails 2, 3 are not shown in Figure 3 such that it can be seen that in the rail
sections 12, 13 several
bases 50 to 58 are provided disposed consecutively. In each rail section 12,
13 the bases 50 to 53
and 54 to 58, respectively, are spaced apart from one another. Bases 50 to 53
and 54 to 58 of the
two rail sections 12 and 13, respectively, are herein offset with respect to
one another. Each base
50 to 58 comprises on each side two hook elements 59 to 62 each, as is
evident, for example, in
the case of base 52. On these hook elements connection elements can be
disposed with which
the particular base can be connected with flat profiles 14, 15. The base 51
also comprises on
each side two hook elements, wherein only the hook elements 63, 64 can be seen
since on the
two opposite hook elements a connection element 65 is disposed, which connects
the base 51
with the two bar profiles 14, 15. These bar profiles 14, 15 are structured
modularly such that
these bar profiles 14, 15 are, in fact, comprised of several consecutively
disposed smaller units of
flat profiles. However, this is not shown in Figure 3.
In Figure 3 can also be seen two actuators 66, 67 which are disposed between
the two bar
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llleasUIC1llClll U1 LIC S CCU U1 a
person located on a travel board. For this purpose the travel board, which
cannot be seen in
Figure 3, comprises sensors which enable the acquisition of the point in time
at which the travel
board is moved past the actuator 66 or 67. These actuators 66, 67 form an
alternative to the
actuators 20 to 23 depicted in Figure 1, although these actuators 66, 67 can
be disposed in
addition to actuators 20 to 23.
Figure 4 shows a front view of the connection element 19 according to Figure
1, which means
with line of sight in direction C. The bar profiles 14, 15 as well as the rail
sections 12, 13 are not
shown for the sake of clarity. The connection element 19 is preferably
comprised of synthetic
CA 02782135 2012-05-28
8
material and has a skeleton structure with a framework that has several
openings 70 to 77.
Thereby that the connection element 19 is comprised of synthetic material and
has a skeleton
structure, the connection element 19 has only low weight. In a blade element
84 of the
connection element 19 the openings 70 and 71 are disposed. These openings 70,
71 are lead-
throughs through which the flat profiles of the bar profiles 14, 15 can be
guided. These openings
70, 71 are located in a wall 78 of the blade element 84. In the openings 73
and 74 can be
disposed hook elements of a base. A base, however, is not shown in Figure 4.
In the openings
74 to 77 the rear wall 79 of the connection element 19 can be seen. In
openings 72 and 73 can
also be seen a portion of the rear wall 79 as well as a projection 80 or 81,
respectively. This
projection 80 or 81 projects into the opening 72 or 73, respectively. Between
the projection 80
and the wall 79 and between the projection 81 and the wall 79, respectively,
can be seen a
passage 82 or 83, respectively, through which one hook element each of a base
can be guided.
In Figure 5 is shown a top view onto the rail section 12 of rail system 1
depicted in Figure 1,
wherein a section B-B through rail section 12 has been performed. For the sake
of clarity only
the middle part 25 of superstructure 24 of rail section 12 is shown, so that
the view onto the rail 2
is possible. Since the side parts of superstructure 24 are not shown, only the
middle part 25 as
well as the base 30 is evident. However, the middle part 25 is only
schematically depicted for
the sake of clarity, so that in Figure 5 the hook-form elements of the middle
part 25 are not
depicted. On this base 30 is disposed the connection element 19 via the hook
elements of base
30. The hook elements of base 30 are, however, not evident in this view.
Through the openings 70, 71 disposed on the blade element 84 of the connection
element 19, one
flat profile 89 or 104 of bar profiles 14, 15, respectively, is guided. In
Figure 5 is also depicted a
portion of a further flat profile 119, which is connected across a connection
element 120 with the
flat profile 104.
Figure 6 shows a front view onto a connection element 19 disposed on the base
30. Herein only
the hook elements 46, 47 of base 30 can be seen, which are introduced into the
openings 72, 73
of connection element 19. On the base 30 is seated the superstructure 24 of
rail section 12. As is
also shown in Figure 5, the middle part 25 is only shown schematically. By 85
is denoted the
CA 02782135 2012-05-28
9
subground on which the rail system 1 is disposed. Through the two openings 70,
71
implemented as lead-throughs, which are disposed in the blade element 84 of
the connection
element 19, the two flat profiles 89, 104, 14, 15 of the two bar profiles are
guided.
In Figure 7a can be seen a side view of the two flat profiles 104, 119 which
are to be connected
with one another. These two flat profiles 104, 119 include each one hole 121,
122, through
which a fastener of a spring shackle of the connection element 120 can be
guided.
In Figure 7b is depicted the connection element 120 which comprises two spring
shackles 123,
124 with one fastener 125, 126 each. Evident are also upper projections 127,
128, disposed
opposite lower projections 129, 130. These projections 127 to 130 are spaced
apart from the rear
wall 300 such that the two flat profiles 104, 119 can be laterally slid into
the connection element
120.
In Figure 7c is shown a section C-C through the connection element 120,
whereby the two
opposing projections 127, 130 as well as the fastener 125 can be recognized.
After the two flat profiles 104, 119 have been slid into the connection
element 120, the spring
shackles 123, 124 are slightly bent outwardly. The two fasteners 125, 126 have
a diameter that is
minimally smaller than the diameter of holes 122 and respectively 121 of flat
profiles 104, 119,
whereby the fastener 126 can be introduced into the opening 122 of the flat
profile 104 and the
r__ ~nr ,i nrn profile 1 l9. Once the spring shackles 123, 124 are
released again, the fasteners 125, 126 snap into the corresponding holes 121,
122 of the flat
profiles 104, 119. Thereby that the holes 121, 122 in flat profiles 104, 119
are larger than the
fasteners 125, 126 of spring shackles 123, 124, the dimensional difference in
the extent of the flat
profiles 104, 119 can be compensated.
In Figure 7d is depicted the connection element 120 according to Figure 7c
into which the flat
profile 119 is introduced. In Figure 7d is evident that the fastener 125 is
disposed in the hole 121
of flat profile 119.
= CA 02782135 2012-05-28
In Figures 8a to 8c the rail section 12 according to section B-B depicted in
Figure 1 is depicted.
In conjunction with Figures 8a to 8c is shown the manner in which the
connection element 19 is
attached on base 30 of the rail section 12.
In Figure 8a the base 30 with the superstructure 24 disposed thereon of the
rail section 12 is
shown. The superstructure 24 and the base 30 are herein only shown
schematically and not in
their entirety. Evident is the hook element 46 of the base 30 on which a
connection element can
be disposed.
In Figure 8b is shown the manner in which the connection element 19 is
disposed on the base 30.
To do so, the connection element 19 is guided obliquely to the hook element 46
of the base 30,
which is indicated by an arrow 86. The hook element 46 is herein guided
through the passage 83
of connection element 19. This passage 83 is located in the rear wall 79 of
connection element
19. After the hook element 46 has be disposed at least partially in opening 73
of connection
element 19, the connection element 19 is slid with the wall 79 onto the base
30, which is
indicated by the arrow 87 (Figure 8c). Thereby the projection 81 of connection
element 19
engages underneath the hook element 46 whereby the connection element 19 is
fixed on base 30.
Although it cannot be seen in the Figures 8a to 8c, it is obvious to a person
of skill in the art that
the hook element 47 adjacent to hook element 46 (cf. Figure 2) is introduced
correspondingly
into the connection element 19. After the connection element 19 has been
disposed on the base
30, the flat profiles 89, 104 of bar profiles 14, 15 can be connected with the
blade element 84 of
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ac.
In Figure 9 is depicted a top view onto a travel board 90 disposed on the rail
system 1. Therefore
the two rail sections 12, 13 with rails 2, 3 can be seen, which are each
encompassed by the two
side margins 8 and 9 and 10, 11 respectively. The two bar profiles 14 and 15
are not evident in
Figure 9. The travel board 90 is of such width that it is positioned
simultaneously on both rails
2, 3.
The travel board 90, which is preferably comprised of synthetic material, has
an indentation 91
in which a person, not shown in Figure 9, can be seated. The travel board
includes, moreover, a
CA 02782135 2012-05-28
11
handle 92 as well as a belt 93. This belt 93 comprises an element 94, for
example a plug element
which can be connected with a counter-element 95, 96. Since on the travel
board 90 two counter-
elements 95, 96 are provided, the belt 93 can either be connected with the
counter-element 95 or
with the counter-element 96. The counter-element 95 serves for the purpose of
a person seated
in the indentation 91 to be buckled in with the belt 93. When the belt 93 is
connected with the
counter-element 96, a loop can be established therewith with which the travel
board 90 can be
comfortably transported.
On its top side 88 the travel board has a layer of rigid expanded foam, for
example
polyphenylene ether (=PPE). The interior of the travel board 90 is comprised
of synthetic
material, such as for example polyurethane. This lends the travel board 90 a
very low weight,
whereby it can be transported easily.
The travel board 90 includes further an opening 97 through which a grip 98 is
guided. Via this
grip 98 a brake can be actuated which is located beneath the travel board 90.
The brake is
therefore not visible in Figure 9. On the travel board 90 is further provided
a display board 99
connected to an electronic travel analysis system located within the travel
board 90. The
electronic travel analysis system is therefore also not visible in Figure 8.
Figure IOa shows a person 100 travelling on the rail system 1 with the travel
board 90. The rail
system 1 is therein only depicted schematically. As shown in Figure 1Oa, the
person 100 is
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Uuc grid 7b UgRUy. wan CRe other
hand the person 100 holds firmly on the travel board using the handle 92, the
handle 92 not being
visible in Figure I Oa since the hand is obscured by the crossed legs of the
person 100. By means
of the belt 93 the person 100 is buckled to the travel board 90 whereby the
person cannot slip off
the travel board 90.
In Figure I Ob the person 100 is shown who stands with a first foot 102 at
least partially in the
indentation 91 of the travel board 90. With the second foot 103 the person
touches the grip 98.
The person 100 is thereby enabled to brake the travel board 90 by means of the
foot 103.
CA 02782135 2012-05-28
12
Figure I Oc shows a side view of the person 100 transporting the travel board
90. The travel
board is herein clamped under the arm, the belt 93 being hung over the
shoulder. Thereby that
the travel board 90 is comprised of a synthetic material, such as for example
polyurethane, the
travel board 90 is very light-weight and can comfortably and easily be
transported by means of
the belt 93.
Figure 11 shows the interior of the travel board 90, which means the travel
board 90 according to
Figure 9 after the top side 88 of rigid expanded foam has been removed. The
travel board 90 is
disposed on the rail system 1 such that in Figure 11 the two rail sections 12
and 13 are also
visible. The two bar profiles 14 and 15 are not shown for the sake of clarity.
The indentation 91 in Figure 11 is also indicated in order to illustrate the
position of grip 98. The
grip 98 is connected to a brake system 105 that includes a brake disk. This
brake disk is
disposed in a mounting element 106 such that the brake disk is thus disposed
between the
mounting element 106 and the rail of rail sectionl2, which is the reason for
the brake disk not
being visible in Figure 11. The mounting element 106 is disposed beneath a
barl07, which is a
portion of a bar profile 108. The bar profile 108 is comprised of several bars
or rods 109 to 114
and 107, 115 to 118, oriented in the longitudinal as well as in the transverse
direction. The bars
109 to 114 oriented in the longitudinal direction, as well as the bars 107,
115 to 118, oriented in
the transverse direction, are disposed parallel to one another. Bars 107, 115
to 118 and 109 to
114 are herein disposed in the interior of the travel board 90. The bars 107,
115 to 118 and 109
Lu 114 ate lilus disposed iii the syntheLic Illalerlal layer loco. ed beneath
the top side 88 (CJ. Figure
9) of the travel board 90. The synthetic layer is herein implemented as a
hollow profile. This
hollow profile includes hollow volumes through which the bars 107, 115 to 118
and 109 to 114
of bar profile 108 are guided. Bars 107, 115 to 118 and 109 to 114 have some
play, that is they
are seated loosely in the hollow volumes of the synthetic material profile
implemented as a
hollow profile, whereby the bar profile 108 is supported flexibly in the
travel board 90. Thereby
the travel board 90 adapts optimally to the travel trajectory. The hollow
profile with its hollow
volumes can, however, not be seen in Figure 11.
CA 02782135 2012-05-28
13
Bars 107, 115 to 118 and 109 to 114 of bar profile 108 are preferably
implemented as tubes and
herein are preferably comprised of a light metal, such as, for example,
aluminum or titanium, or
of synthetic material. The bar profile 108 has thereby a very low weight
wherewith the weight of
the travel board 90 overall is also very low.
The travel board 30 comprises three sensors 131, 132 and 156, namely two outer
sensors 131,
132 and one inner sensor 156. These sensors 131, 132 and 156 are connected to
an onboard
computer, which, in turn, is connected to the display board 99. The onboard
computer as well as
the display board 99 is, however, not depicted in Figure 11. With the inner
sensor 156 the points
in time are acquired at which the travel board 90 is started and at which the
travel board 90 has
reached the finish. The other two, outer sensors 131, 132 serve for
determining the centrifugal
forces. Herein with the sensor 131 the oblique position in right curves and
with sensor 132 the
oblique position in left curves is determined. The higher the pressure onto
the outer sensors 131,
132, the greater are the centrifugal forces within the curves of the track or,
expressed differently,
the higher the pressure onto the outer sensors 131, 132, the greater is the
obliquity of the position
of the travel board 90 and therewith also that of the traveler. By means of
the sensors 131, 132
and 156 it is thus determined whether the curves by the operating person have
been travelled at
too low or too high an oblique position and the length of time the traveler
needs to reach from
start to finish. Via the onboard computer the pressure obtained due to the
oblique position of the
travel board 90 in the curves of the track is converted into time. This time
is added as a penalty
time to the time which a person with the travel board 90 requires from start
to finish if it is
asJUll1ed that the uavelei iogedler with Travel board 90 due to the oblique
position would have
been thrown from the travel trajectory.
It is understood that the sensors 131, 132 and 156 can also be positioned
differently in the travel
board 90.
On the bars 107, 115 to 118 and 109 to 114 are provided several wheel
suspension arrangements
135 to 138, wherein on each side of the travel board 90 two wheel suspension
arrangements 137,
138 and 135, 136, respectively, are disposed. In addition to a central wheel
139 to 142, the
wheel suspension arrangements 13 to 138 include each four additional wheels.
Two of these
CA 02782135 2012-05-28
14
wheels are disposed in the front region 143 to 146 and the other two wheels in
the rearward
region 147 to 150 of each wheel suspension arrangement 135 to 138. While the
wheels 139 to
142 are disposed on the rails 2, 3 of the rail sections 12, 13, the other
wheels are disposed
beneath the side margins 8, 9 and 10, 11, respectively.
However, in Figure 11 only the central wheels 139 to 142 are shown. However,
by the reference
numbers 151 to 155 the position of four wheels on the wheel suspension
arrangements 135 is
indicated.
Furthermore, beneath the central wheel 139 two further opposing wheels are
located, which are
also disposed beneath the side margins 10, 11 of the rail section 13. These
wheels, however,
cannot be seen in Figure 11. It is understood that the other wheel suspension
arrangements 136
to 138 also comprise two further wheels also disposed beneath the central
wheels 140 to 142.
It is obvious to a person of skill in the art that the travel board 90 can
also comprise only three
wheel suspension arrangements. Thus it is, for example, feasible not to
provide the wheel
suspension arrangements 137 or 135, whereby the travel board 90 includes only
three wheel
suspension arrangements. The weight of the travel board can thereby be further
reduced. It is
consequently only necessary to provide at least one wheel suspension
arrangement for each side
of the travel board 90.
lit Figuic i i fuut eoin~eciiuu clips 133, 134, 156 and i59 can also be seen,
with which the ears
115 or 117 are retained in the synthetic profile of the travel board 90. These
connection clips 133,
134, 158, 159 are only shown schematically in Figure 11. It is understood that
such connection
clips can also be disposed on the other bars 107, 114 and 118.
Figure 12 shows a section D-D through the travel board 90 shown in Figure 11,
wherein in
Figure 12 only the detail of the wheel suspension arrangement 135 is depicted.
The travel board
90 is herein disposed on the rail section 13, which includes a base 160 with a
superstructure 161
disposed thereon. However, the rail 3 with the two side margins 10, 11 is only
depicted
schematically. On rail 3 is disposed the central wheel 139 of the wheel
suspension arrangement
CA 02782135 2012-05-28
135. This wheel 139 is attached on a wheel suspension 162. The wheel
suspension arrangement
135 is comprised of a middle section 163 adjoining which is the rearward
region 147. Since in
this view the rearward region 147 is disposed in front of the middle section
163, the wheel
suspension 162 on which the central wheel 139 is attached, cannot be seen in
its entirety.
In the rearward portion region 147 two wheels 164, 165 are disposed, which are
disposed
beneath the side margins 10, 11 of the rail section 13. These wheels 164, 165
are each attached
on a wheel suspension 166, 167, which are disposed in the rearward region 147.
These wheel
suspensions 166, 167 include a pin 192, 193. The pins 192, 193 are each
disposed in a side 190,
191 of the rearward portion 147. On these pins 192, 193 the wheels 164 and
165, respectively,
are disposed and rotatably supported by means of ball bearings 194, 195 and
196, 197,
respectively. It is however also feasible for the wheels 164 and 165 to be
fixedly supported on
the particular pin 192 and 193, respectively, and that in this case not the
wheels 164, 165 are
rotatably supported on the pins 192 and 193, respectively, but rather that the
pins 192, 193 are
disposed rotatably in the rearward region 147 of the wheel suspension
arrangement 135.
Therewith the pins 192 and 193 rotate together with the wheels 164, 165
secured thereon.
Through the wheels 164, 165 disposed beneath the side margins 10, 11 of the
rail section 12 the
travel board 90 is prevented from flying off the rail section 13 since through
the disposition of
the two wheels 164, 165 the travel board 90 is prevented from tilting over.
The wheel suspension arrangement 135 of the travel board 90, as well as also
the other wheel
suspension arraiigeinenis 136, 137, 138, are hollow pronies comprises of
synthetic material and
produced using injection molding methods. The wheel suspension arrangement 135
includes
also hollow volumes 168 to 171 in which bars 111 to 114 oriented in the
longitudinal direction
are disposed. The bars 111 to 114 disposed in the hollow volumes 168 to 171
have herein
minimal movement clearance whereby the wheel suspension arrangement 135 is
resiliently
supported on bars 111 to 114.
The two wheels disposed at positions 153, 154 of the front region 143
correspond to wheels 164,
165. The structure of the rearward region 147 consequently does not differ
from the structure of
the front region 143, for which reason the depiction of the front region 143
is omitted.
CA 02782135 2012-05-28
16
Figure 13 shows a section E-E through the middle section 163 of the wheel
suspension
arrangement 135. The middle section 163 is comprised of an upper part 172 and
a subjacent
lower part 173. In the upper part 172 of the wheel suspension 162 is disposed
the central wheel
139. The wheel 139 is disposed on an axle 174 which penetrates through the
wheel 139 and is
connected to two other axles 175, 176. Ball bearings 177, 178, 198, 199 can
also be seen
whereby the wheel 139 is rotatably supported on the axle 174. On the axle 176
is disposed a
wheel 179 which comprises two ball bearings 180, 181, whereby it is rotatably
supported on the
axle 176. On axle 175 is also disposed a wheel 182 comprising two ball
bearings 183, 184
whereby it is rotatably supported on axle 175. The two wheels 179, 182 are
also disposed
underneath the two side margins 10, 11 and are in contact with the
superstructure 161. Through
these wheels 179, 182 the travel board 90 is prevented from sliding off the
rail section 13. This
is attained through the two side margins 10, 11 which are at least partially
disposed above the
two wheels 179, 182. The two wheels 179, 182 serve in particular for the
purpose that the travel
board 90 travels uniformly on the rail system 1.
Each of the two axles 175, 176 includes a ring 185, 186 each disposed in a
recess 187, 188 of the
injection molded part and fixing the axles 176 and 175, respectively, in the
wheel suspension
arrangement 139.
In Figure 14 is shown an enlarged detail of the wheel suspension arrangement
135 shown in
Figure 1 i . The middie section i 63 or the wneei suspension arrangement i 3 5
is comprised of two
modules 210 and 211. Each of these modules 210, 211 has two sides 212, 213
and 214, 215, respectively, that are connected across webs 216, 217. The two
modules 210, 211
are connected with connection elements 218 to 221, 224, 225, for example
bolts. Between the
connection elements 224, 225 and 219, 220, respectively, a portion of the
wheel suspension 162
can be seen. In the middle section 163 the central wheel 139 is disposed which
is disposed on
the rail section 13, and at the middle section 163 the two wheels 179, 182 can
also be seen which
are at least partially disposed beneath the side margins 10, 11 of the rail
section 13. On the
middle section 163 the front region 143 as well as the rearward region 147 are
disposed. In the
rearward region 147 the two pins 192, 193 can be seen on which the wheels 164,
165 are
CA 02782135 2012-05-28
17
disposed. However, since the wheels 164, 165 are disposed beneath the two side
margins 10 and
11, respectively, these wheels 164, 165 cannot be seen. In Figure 14 are also
evident two further
pins 222, 223 disposed on the front region 143. These pins 222, 223 also bear
one wheel each.
The wheels disposed on pins 222, 223, however, cannot be seen since these
wheels are also
disposed beneath the two side margins 10 and 11, respectively. Since the two
regions 147 and
143 are structured identically, a detailed description of the front region 143
is omitted.
Figure 15 shows a variant of a wheel suspension arrangement 200 of the wheel
suspension
arrangement 135 depicted in Figure 12. This wheel suspension arrangement 200
belongs to a
travel board 205, of which, however, only a segment is shown. This wheel
suspension
arrangement 200 also comprises a middle, a front as well as a rearward
section. Since this wheel
suspension arrangement 200, and therewith the travel board 205, only differ by
the front and
rearward section of the wheel suspension arrangement 135, only a rearward
region 201 is shown
in Figure 15, wherein only one side 202 of the rearward region 201 is shown.
The travel board 205 is disposed with a central wheel 207 rotatably disposed
in the middle region
206 on a rail section 208 of a rail system 209. The rail system 209 is herein
structured like the
rail system 1 and also comprises a base 230 on which a superstructure 231 is
disposed. This
superstructure 231 is also comprised of a rail 232 with two side margins,
wherein in Figure 15
only the side margin 233 is evident. The rail section 208 is thus shown only
as a segment.
On the side 202 of the rearward region 201 a wheel 204 is rotatabiy disposed
on a fasieiier 203.
The wheel 204 is thus not disposed on a pin but rather on a fastener 203
secured on the rearward
region 201. The wheel 204 is herein again disposed beneath a side margin of a
rail section,
namely beneath the side margin 233 of the rail section 208.
It is obvious to a person of skill in the art that the side opposite this side
202 is structured
analogously, which is the reason why a depiction of this side is omitted. The
side opposite side
202 consequently comprises also a wheel that is disposed beneath the side
margin opposite the
side margin 233. With these side margins the travel board 205 is also
prevented from leaving the
rail system 209 when the travel board 205 is moved on this rail system 209.
CA 02782135 2012-05-28
18
Figure 16a shows a part of the fastener 203. This part is a first part 234 of
a plug connection,
which can be connected with a second part of a plug connection. This second
part of a plug
connection is not shown in Figure 16a. The first part 234 is disposed directly
on the side 202 and
comprises three parallel sections 235 to 237. On a wall 238 located in the
central region of part
234 are provided two grooves 239, 240. In each of these grooves 239, 240 a
spring element of
the second part can be disposed.
In Figure 16b is depicted a top view onto the first part 234 of the fastener
203 shown in Figure
16a. Evident are the three sections 235 to 237 all of which are connected with
the wall 238. The
middle section 236 is herein at least partially encompassed by the two lateral
sections 235, 237.
Opposite the middle section 236 is a further section 241, which is also at
least partially
encompassed by the two lateral sections 235, 237. The wall 238 includes two
further grooves
242, 243, which are located opposite the two grooves 239, 240. Into these
grooves 242, 243 can
also be introduced one spring each of the second part. The second part,
however, is also not
shown in Figure 16b.
Figure 17a shows the underside of the second part 244 of fastener 203. The
part 244 includes a
circular cap 245, on which are disposed four webs 246 to 249. In the central
region of the cap
245 an opening 258 is provided.
in Figure i 7b a section r-r through the second part 244 accoraing to r igure
i 7a is depicieu. On
the cap 245 can be seen the two webs 246, 247 disposed next to each other, at
the end of each of
which a spring 250 respectively 251 is disposed. These springs 250, 251 can be
introduced into
the adjacent grooves 239 and 240 and, respectively, 242, 243 of the first part
234.
A section G-G through the second part 244 of the fastener 203 shown in Figure
17a is shown in
Figure 17c. On the cap 245 are attached the two oppositely located webs 247
and 248, wherein
groove 251 of web 247 as well as groove 252 of web 248 can be seen.
CA 02782135 2012-05-28
19
In Figure 18 is shown the fastener 203 in which the first part 234 is fixed to
the second part 244.
Herein a top view onto the second part 244 is shown, which is disposed on the
first part 234.
Therefore in Figure 18 the opening 258 of cap 245 can be seen. Through the
opening 258 the
wall 238 of the first part 234 with the grooves 239, 240, 242, 243 can be
seen. The grooves 239,
240, 242, 243 as well as the sections 235 to 237 and 241 of the first part 234
are only indicated in
the form of dashed lines.
Figure 19 shows the wheel 204 disposed on the second part 244. Wheel 204
includes two lateral
sections 253, 254 in each of which is located one ball bearing 255, 256. These
lateral sections
253, 254 are a portion of a margin 257 of the wheel 204 which is disposed
about the second part
244. Of the second part 244 can be seen the cap 245 as well as the two webs
247, 248 disposed
thereon. The first part 234 is omitted for the sake of clarity.
In Figure 20 a detail is shown of the travel board 90 shown in Figure 11
toward section H-H
through the travel board 90. This detail shows the sensor 132 disposed above
the bar 117. This
sensor 132 is seated in a region 260 of the travel board 90. Adjacent to the
region 260 is a
further region 261 which is a portion of the wheel suspension arrangement 136
of travel board 90
and is comprised of synthetic material, for example polyurethane. The region
260 is a portion of
the top side 88 of the travel board 90 and is comprised of rigid expanded
foam.
The sensor 132 includes a pin 263 disposed in a concavity 264 of region 260
and above bar 117
and is in contact with it. in the event of a markedly oblique position of the
travel board 90, tnat
is when a person travels very fast with the travel board 90 into a curve, the
bar 117 - depending
on the degree of obliquity of the travel board 90 - exerts a certain pressure
onto the sensor 132.
The pressure exerted onto this sensor 132 corresponds to the centrifugal force
acting onto the
travel board 90. This pressure is registered and transmitted to the onboard
computer. The
onboard computer subsequently determines via the pressure a certain number of
penalty seconds
which the travelling person receives due to the centrifugal force exerted onto
the travel board 90.
These penalty seconds are added to the total travel time required by a person
to complete the
course.
CA 02782135 2012-05-28
In Figure 21 is shown a function diagram of the travel analysis. The system
for the travel
analysis comprises actuators 270, 271, 272, 273 on a rail system as well as
sensors 131, 132 and
156 on the travel board 90. The rail system is herein only shown
schematically, which is the
reason why the reference numbers of the actuators are not referred to the rail
system 1.
The travel board 90 comprises the sensor 156, for acquiring the starting point
as well as the end
point of the course, which comes into contact with actuators 272, 273 disposed
at the start as
well as the finish of the course. Therewith the time is acquired that is
required to travel with the
travel board 90 from the start to the finish of the course. Actuators 272 and
273 are preferably
active actuators and can be, for example, magnets, and are disposed at the
start and at the finish
of a course.
The travel board 90 includes further a sensor 131 for the right-hand position
as well as a sensor
132 for the left-hand position of the travel board 90 and therewith also for
the obliquity of the
traveler. These actuators can be passive, for example bars disposed in the
travel board 90 (cf. for
example Figure 20), or also active by being disposed on the rail system (in
the form of magnets,
cf. for example Figure 1).
The sensors 131, 132, 156 are connected to an onboard computer 274 that is
supplied with
energy via a power source 275. This power source 275 can be batteries or an
accumulator. The
onboard computer 274 can be switched on and also off via a control element
276. The onboard
computer 274 can aiso comprise a controi element 277 with which a loudspeaker
disposed on the
display board 99 can be switched on and off, via which the traveler is
informed of whether the
right-hand or the left-hand position of the travel board 90 was too
pronounced.
This onboard computer 274 is connected to the display board 99. This display
board 99 includes
a light signal 278 which lights up when the travel board 90 reaches too marked
a right-hand
position as well as a light signal 279 that lights up when the travel board 90
reaches too marked a
left-hand position. Further provided are two loudspeakers 280, 281, which
indicate through
acoustic signals whether, and optionally to what degree, the left-hand or the
right-hand position
of the travel board 90 is too marked. There can also be seen three displays
282, 283, 284. With
CA 02782135 2012-05-28
21
display 282 the time is displayed which was determined based on the too
markedly left-hand
position of the travel board 90. With display 283 the time is displayed which
was determined
based on the too marked right-hand position of the travel board 90. On both
displays 282, 283
the time is displayed in minutes as well as also seconds. With the display 284
the total time is
displayed wherein this time is displayed in minutes, seconds, tenths of
seconds and hundredths of
seconds. Therewith not only the speed is measured, but a penalty is also
imposed if the traveler
has travelled too far into a left-hand or a right-hand curve and it must be
assumed that the
traveler in the normal case would have been thrown out of the curve. Thus, the
driving of the
travel board 90 not only requires speed but also skill and forethought.
In Figure 22 is shown an enlarged detail of the travel board 90 toward section
I-I, wherein the
detail shows in particular the brake system 105. Evident is the grip 98
connected to the bar 107.
The grip 98 comprises an outer ring 290 which encompasses the bar 107,
wherewith the bar 107
is seated in the outer ring 290. Evident is also an upper synthetic layer 296
comprised of rigid
expanded foam and forming the top side 88 of the travel board 90.
The brake system 105 comprises the mounting element 106 disposed on the travel
board 90, for
example on a tube 292 of the travel board 90. The mounting element 106
includes at one end
295 a brake disk 293 disposed above the rail 2 of rail section 12. If the grip
98, which comprises
a blade element 297 disposed above the mounting element 106, is pressed in the
direction toward
the travel board 90, e.g. in the direction of arrow 294, pressure is exerted
across the blade
element 297 onto the mounting element i 0e, whereby the end 293 is moved in
the direction of
the rail section 12. The brake disk 293 comes thereby into contact with the
rail 2 of the rail
system section 12 whereby the travel board 90 loses speed due to the generated
frictional forces.
In Figure 23 a section K-K through the wheel suspension arrangement 135
depicted in Figure 13
is shown. Readily visible is that the wheel suspension arrangement 135 is
comprised of two
connected modules 210, 211. These two modules 210, 211 are connected by means
of
connection elements, wherein the connection elements are not shown in Figure
23. Adjacent to
the wheel suspension arrangement 135 are further synthetic profiles which,
however, are not
shown for the sake of clarity. On the middle section 163 are disposed the
front as well as the
CA 02782135 2012-05-28
22
rearward regions 143 and 147. The rearward as well as the front region 143,
147 have each a
hollow volume 301, 302 for the axles of a wheel, with the axles not being
shown. Clearly
evident is that the sections 163, 143 and 147 are also hollow profiles such
that in Figure 23 the
back walls 307 of the individual sections 163, 143 and 147 can be seen. In the
center of the
middle section 163 is located a hollow volume 310 for the axle 174 of the
central wheel 139
wherein the axle 174 as well as the central wheel 139 cannot be seen in this
view.
Figure 24 shows a detail of the travel board 90 toward section J-J through the
travel board 90
depicted in Figure 9. The belt 93 is guided via an opening 311 into the travel
board 90. As can
be seen in Figure 24, the belt 93 is partially indicated through dashed lines.
The belt 93 includes
an eyelet 312 through which a bar is guided. Based on the position of belt 93
in the travel board
90 the bar is bar 117. The bar 117 is herein guided through two modules 313,
314 of the wheel
suspension arrangement 136, as well as through a synthetic profile 315. A
further synthetic
profile 316 disposed above the wheel suspension arrangement 136 as well as of
the synthetic
profile 315, can also be seen in Figure 24. This synthetic profile 316 forms
the top side 88 of
travel board 90. The synthetic profile 316 encompasses at least partially the
bar 117 since the
synthetic profile 316 includes a U-shaped section 317 that rests on the bar
117. Therewith the
synthetic profile 316 is loosely disposed on the bar 117. Thus the bar 117 is
not firmly disposed
in a synthetic profile whereby the bar 117 is resiliently supported in the
travel board 90.
The eyelet 312 has a diameter minimally larger than the diameter of bar 117 so
that there is a
smali play between belt 93 and eyelet 312. The belt 93 is thereby fasieneu
loosely on bar 117. Ii
is understood that the belt 93 can also be secured differently on the bar 117,
for example by
means of a loop, which, however, is not shown in Figure 24.
In Figure 25 is shown a view of the travel board 90 according to Figure 11
toward section L-L,
wherein only a detail of the travel board 90 is depicted. Therewith here also
the bar 117 is shown
on which the synthetic profile 316 rests. The synthetic profile 316 comprises
a hollow volume
319 through which the connection clip 133 is guided. The connection clip 133
rests herein in a
concavity 320 on the top side of the synthetic profile 316. The connection
clip 133 comprises a
substantially elastic element 321, which is guided through the hollow volume
319 of the
CA 02782135 2012-05-28
23
synthetic profile 316 as well as through two oppositely located openings 322,
323 of bar 117.
This element 321 can be, for example, a spring element. The end 303 of the
connection clip 133
is herein contoured such that the connection clip 133 can no longer get back
through the opening
323 of bar 117. Thus through the connection clip 133 the rod 117 is connected
with the synthetic
profile 316 such that the upper synthetic profile 316, which forms a portion
of the top side 88 of
travel board 90, cannot be removed from the bar 117, and therewith from the
travel board 90,
without previously removing the connection clip 133. Through the connection
clip 133 the
synthetic profile 316 is resiliently connected with the bar 117.
This connection clip 133 is one of several connection clips which connect the
upper synthetic
profiles forming the surface 88 of the travel board 90 with the bars 107, 115,
116, 117, oriented
in the transverse direction, of the bar profile 108 (cf. Figure 11). The bars
107, 115, 116, 117 are
thereby also resiliently connected with the other synthetic profiles which
form the surface 88.
Consequently the bars extending in the longitudinal direction as well as the
bars extending in the
transverse direction are resiliently supported wherewith the entire bar
profile 108 is resiliently
disposed in the travel board 90.
Assembling the travel board 90 is fairly simple. The synthetic profiles, the
brake and the wheel
suspension arrangements 135 to 138 are connected with the bars 109 to 114
thereby that the bars
109 to 114, 107, 115 to 118 are inserted through the hollow volumes provided
for this purpose
r r 1 1 11 1 1 / [l . 1 ^1 1 ' 1. _ 1 n" T i _ 1 C _ - - - 1- -- - - - _ -
~1:f. lul GXCU11p1C 110110W Vu1u111CJ 100 Lu I / 1 111 r'1gu1G 1G). 111LV MR!,
11d111GW011 1J 111u1C0V i
inserted the onboard computer, and the belt 93 as well as the handle 92 are
attached. The brake
system 105 is also installed into the framework. Onto this framework
subsequently the synthetic
profiles, intended to form the surface 88, are placed and connected by means
of connection clips
with the bars or rods 107, 115 to 118 with the bars or rods 107, 115 to 118
extending in the
transverse direction.
The advantage of the invention comprises that the travel board is disposed on
a rail system
comprised of two parallel rail sections.
CA 02782135 2012-05-28
24
Each of these rail sections includes a rail which, compared to the rail
described in DE 10 2008
023 909 B3, has widened side margins. The travel board includes a bar profile
comprised of
several parallel disposed bars extending in the transverse as well as also in
the longitudinal
direction of the travel board. This bar profile is located in the interior of
the travel board and is
resiliently supported in hollow volumes of the hollow profile comprised of a
synthetic material.
The travel board thereby adapts optimally to the travel trajectory. The travel
board comprises
several, preferably three or four, wheel suspension arrangements comprising
several wheels. A
portion of the wheels of the travel board are disposed on the particular rail
and a portion of the
wheels at least partially beneath these side margins of the rail. It is
therewith feasible to travel
with the travel board through very sharp curves without the travel board
leaving the rail system.
To heighten the travel enjoyment, that travel time is determined which is
required to master the
course. Penalty times are herein imposed when it must be assumed that a person
with the travel
board, due to too strong an oblique position, would have flown off the
trajectory in the curves.
These penalty times are added to the travel time. The mastering of a course
thus also requires
skill and anticipatory travel. Thus speed is not the only issue.
Although the embodiment examples of the invention have been described above in
detail, the
invention is not limited to these embodiment examples. A person of skill in
the art understands
that the invention also comprises several different variants with which the
same result is attained
as with the embodiment examples described here. It is therefore obvious to a
person of skill in
the art that with the embodiment examples described here the protective scope
of the claims is
not restricted and that there are further variants, modifications and
alternatives which fall within
the scope of protection of the claims.
CA 02782135 2012-05-28
Reference Numbers
1 Rail system
2 Rail
3 Rail
4 Ending section
5 End of ending section 4
6 Starting section
7 Start of starting section 6
8 Side margin
9 Side margin
10 Side margin
11 Side margin
12 Rail section
13 Rail section
14 Bar profile
15 Bar profile
16 Connection element
17 Connection element
18 Connection element
19 Connection element
20 Actuator
21 Actuator
22 Actuator
23 Actuator
24 Superstructure
25 Middle part
26 Side part
27 Side part
28 Wall
29 Hollow volume
Base
31 Section
32 Section
33 Section
34 Section
L-shaped section
36 L-shaped section
37 L-shaped section
38 L-shaped section
39 Side wall
Side wall
41 Upper section of 26
42 Upper section of 27
43 Top side of 25
44 -
CA 02782135 2012-05-28
26
45 -
46 Hook element
47 Hook element
48 -
49 -
50 Base
51 Base
52 Base
53 Base
54 Base
55 Base
56 Base
57 Base
58 Base
59 Hook element
60 Hook element
61 Hook element
62 Hook element
63 Hook element
64 Hook element
65 Connection element
66 Actuator
67 Actuator
68 -
69 -
70 Opening
71 Opening
72 Opening
73 Opening
74 Opening
75 Opening
76 Opening
77 Opening
78 Wall
79 Back wall
80 Projection
81 Projection
82 Passage
83 Passage
84 Blade element
85 Subground
86 Arrow
87 Arrow
88 Top side
89 Flat profile
90 Travel board
CA 02782135 2012-05-28
27
91 Indentation
92 Handle
93 Belt
94 Element
95 Counter-element
96 Counter element
97 Opening
98 Grip
99 Display board
100 Person
101 Hand
102 Foot
103 Foot
104 Flat profile
105 Brake system
106 Mounting element
107 Bar
108 Bar profile
109 Bar
110 Bar
111 Bar
112 Bar
113 Bar
114 Bar
115 Bar
116 Bar
117 Bar
118 Bar
119 Flat profile
120 Connection element
121 Hole
122 Hole
123 Spring shackle
124 Spring shackle
125 Fastener
126 Fastener
127 Upper projection
128 Upper projection
129 Lower projection
130 Lower projection
131 Sensor
132 Sensor
133 Connection clip
134 Connection clip
135 Wheel suspension arrangement
136 Wheel suspension arrangement
CA 02782135 2012-05-28
28
137 Wheel suspension arrangement
138 Wheel suspension arrangement
139 Central wheel
140 Central wheel
141 Central wheel
142 Central wheel
143 Front region
144 Front region
145 Front region
146 Front region
147 Rearward region
148 Rearward region
149 Rearward region
150 Rearward region
151 Position
152 Position
153 Position / Position
154 Position / Position
155 Position
156 Sensor
157 -
158 Connection clip
159 Connection clip
160 Base
161 Superstructure
162 Wheel suspension
163 Middle section
164 Wheel
165 Wheel
166 Wheel suspension
167 Wheel suspension
168 Hollow volume
169 Hollow volume
170 Hollow volume
171 Hollow volume
172 Upper part
173 Lower part
174 Axle
175 Axle
176 Axle
177 Ball bearing
178 Ball bearing
179 Wheel
180 Ball bearing
181 Ball bearing
182 Wheel
CA 02782135 2012-05-28
29
183 Ball bearing
184 Ball bearing
185 Ring
186 Ring
187 Recess
188 Recess
189 -
190 Side
191 Side
192 Pin
193 Pin
194 -
195 Ball bearing
196 Ball bearing
197 Ball bearing
198 -
199 -
200 Wheel suspension arrangement
201 Rearward region
202 Side
203 Fastener
204 Wheel
205 Travel board
206 Middle region
207 Central wheel
208 Rail section
209 Rail system
210 Module
211 Module
212 Side
213 Side
214 Side
215 Side
216 Web
217 Web
218 Connection element
219 Connection element
220 Connection element
221 Connection element
222 Pin
223 Pin
224 Connection element
225 Connection element
226 -
227 -
228 -
CA 02782135 2012-05-28
229 -
230 Base
231 Superstructure
232 Rail
233 Side margin
234 First part of a plug connection
235 Section
236 Section
237 Section
238 Wall
239 Groove
240 Groove
241 Section
242 Groove
243 Groove
244 Second part of Fastener 203
245 Cap
246 Web
247 Web
248 Web
249 Web
250 Spring
251 Spring
252 Groove
253 Lateral section
254 Lateral section
255 Ball bearing
256 Ball bearing
257 Margin
258 Opening
259 -
260 Region
261 Region
262 -
263 Pin
264 Concavity
265 -
266 -
n irr
268 -
269 -
270 Actuator Unit
271 Actuator Unit
272 Actuator
273 Actuator
274 Onboard computer
CA 02782135 2012-05-28
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275 Power source
276 Control element
277 Control element
278 Light signal
279 Light signal
280 Loudspeaker
281 Loudspeaker
282 Display
283 Display
284 Display
285 -
286 -
287 -
288 -
289 -
290 Outer ring
291 -
292 Tube
293 Brake disk
294 Arrow
295 End
296 Synthetic layer
297 -
298 -
299 -
300 Back wall
301 Hollow volume
302 Hollow volume
303 End of connection clip 133
304 -
305 -
306 -
307 -
308 -
309 -
310 Hollow volume
311 Eyelet
312 Opening
313 Module
314 Module
315 Synthetic profile
316 Synthetic profile
317 U-shaped section
318 -
319 Hollow volume
320 Concavity
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321 Elastic element
322 Opening
323 Opening
