Note: Descriptions are shown in the official language in which they were submitted.
SECOND-GENERATION BINARY TRACK SAFETY TRAVERSE
SYSTEM
CROSS-REFERENCE TO RELATED APPLICATIONS
None.
STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH
Not applicable.
BACKGROUND
The present disclosure relates to the transport of human passengers in
forests and other natural areas where environmental impact is counter
indicated
and a more particularly to a second-generation binary track safety traverse
system.
In U.S. Patents Nos. 8,505,462, and 9,045,146, a first-generation dual line
safety traverse system is disclosed. In particular, such first-generation dual
line
safety traverse system includes a wide selection of configurations for the
designer
without being limited necessarily by the environment as to where it is
possible to
install by increasing the range of angles of attack in the installation. In
general,
such first-generation dual line safety traverse system includes a series of
suspended platforms in trees, towers, and/or walls between which a rail is
anchored at both ends and human passengers slide from a higher platform to a
lower one while tethered to a pulley vehicle.
Such first-generation dual line safety traverse system includes an ultra-
strong polymer cable that is much stronger and quieter than steel cable, as
well as
being an insulator rather than a conductor of electricity. A single cable is
strung
around an anchor pulley to create an upper flexible rail and a lower flexible
rail. By
using only 1 cable with an anchor pulley, the rails are self-equalizing, i.e.,
loads on
both rails are continuously distributed equally between the two rails. The
user
vehicle unit is slidingly attached to both the upper rail and to the lower
rail. A first
tether is fixed to the upper rail and to a first base. A second tether is
fixed to the
lower rail and to the first base. Both tethers are located between the user
vehicle
unit and the anchor pulley. By such arrangement, the vehicle unit will not
fall if
either the upper rail or the lower rail breaks.
Inherent shortcomings to this first generation dual line system described in
U.S. Patents No. 8,505,462, and 9,045,146 system, however, have proven to be
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several starting with outside variations in environment and participant
weight, as
well as wind, sun, and temperature, which interject an infinite combination of
variables into the system, which affect, for example, velocity and
deceleration
characteristics of the system, which are difficult to compensate for through
traditional angle and tension adjustments currently used. Therefore, systems
adjusted to a fixed optimum angle during installation probably will no longer
be
optimum on a consistent and predictable basis, as weather, wear, and weight of
passenger are constantly changing.
The second problem with zip lines as a business model is that the original
concept was a guided tour through the canopy of the rainforest with a 6 to 1
participant/guide ratio. It has since morphed into a thrill ride where
literally
boatloads of participants are being driven through systems as fast as humanly
possible at the lowest possible price. This has created an environment where
the
industry, as a whole, has become unsustainable and dangerous. This disclosure
will advance the safety and throughput of passengers, so that the tour
operator will
still make a sufficient margin to remain in business.
BRIEF SUMMARY
Disclosed is a vehicle carriage (58) for supporting harnessed riders on a
gravity dual line system, and composed of a central element (79) carrying
lower
rollers (108, 110) to contact a lower line; an upper element (78) hinged to
the
central element and forming an upper cavity through which an upper line can
run,
and carrying upper rollers (104, 106) located to contact an upper line, the
upper
cavity having a generally horizontal slot extending to the outside through
which a
continuous belay can pass; and a lower element (80) hinged to the central
element
and forming a lower cavity through which a lower line can run, the lower
cavity
having a generally horizontal slot extending to the outside through which a
continuous belay can pass.
BRIEF DESCRIPTION OF THE DRAWINGS
For a fuller understanding of the nature and advantages of the present
method and process, reference should be had to the following detailed
description
taken in connection with the accompanying drawings, in which:
Fig. 1 is an isometric view of both ends of the disclosed second-generation
dual line safety traverse system;
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Fig. 2 is an isometric view of the lower end of the second-generation dual
line safety traverse system showing the safety brake system;
Fig. 2A is a sectional view taken along line 2A-2A of Fig. 2;
Fig. 3 is an isometric view of an intermediate support post showing the
continuous belay system;
Fig. 4 is sectional view taken along line 4-4 of Fig. 3;
Fig. 5 is a sectional view taken along line 5-5 of Fig. 4;
Fig. 5A is an exploded view of the locking system for the vehicle carriage;
Fig. 6 is an end view of the vehicle carriage in an opened position;
Fig. 7 is a sectional view taken along line 7-7 of Fig. 3
Fig. 8 is an isometric view of the vehicle carriage;
Fig. 9 is a side view of the vehicle carriage;
Fig. 10 is a top view of the vehicle carriage;
Fig. 11 is a sectional view taken along line 11-11 of Fig. 10 with the vehicle
carriage with the dual hand brakes in a "ready to be engaged" position and
cams
released position to stop travel of the vehicle carriage rearward when the
carriage
is vertical;
Fig. 12 is a sectional view taken along line 11-11 of Fig. 10 with the vehicle
carriage with the dual hand brakes released for movement of the vehicle
carriage
along the dual lines in any orientation with cams locked open;
Fig. 13 is an isometric view of a vehicle carriage brake "rail-splitter"
assembly in a closed condition; and
Fig. 14 is an isometric view of a vehicle carriage brake "rail-splitter"
assembly in an open condition splitting the dual lines for stopping a vehicle
carriage.
The drawings will be described in greater detail below.
DETAILED DESCRIPTION
The traverse line configuration in the drawings is simple in that it has but
two runs; yet, it illustrates the principles of the disclosure, as many more
runs can
be added in accordance with this disclosure. An upper launch station, 10, is
where
the rider gets on the zip line tour. Upper launch station 10, consists of a
tower that
includes an upstanding generally vertical pole, 12, and a lower platform
assembly,
14, which includes a deck, 16, having a railing, 18, supported by a series of
6
vertical poles, typified by a pole, 20. Deck 16 is accessed via a stairway,
22. Once
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the rider ascends stairway 22 to deck 16, an operator employee, can fit the
rider
into a harness assembly or the rider could have been fitted with the harness
assembly prior to ascending stairway 22. It will be appreciated that a variety
of
methods for gaining access to lower platform assembly 14 can be envisioned for
the tour operator to provide for use by the rider. For example, deck 16 could
be
accessed using a rock climbing wall or other means, as disclosed in
WO 2016/090457 Al. It further will be appreciated that the illustrated poles
can be
replaced with one or more of trees, cliffs, and sufficiently high ground for
gravity to
propel the rider down the course.
The dual lines are attached at the upper end or beginning of the tour into a
securing assembly, 24. It is at this point that the vehicle carriage assembly
(described in detail below) is secured to the dual lines. A rope, 26, is
attached to
the harness worn by a rider, 28, at one end, around an upper pulley assembly,
30,
and back down to a mechanical powered spinnaker assembly, 32, comprising a
pulley assembly, where a first tour worker, 34, grasps the lower end of rope
26 for
pulling rider 28 up to an upper platform, 33, from which the zip line
commences. A
hole has been cut in upper platform 34 through which rider 28 gains access to
upper platform 34, although other configurations of upper platform 34 can be
envisioned by an experienced course designer. Pulley assembly of the
mechanical
powered spinnaker assembly 32 desirably can rotate only in one direction so
that
a loss of grasp of rope 26 by the first tour worker 34 does not cause rider 28
to fall
downwardly. Another safety feature is that the vehicle carriage used by rider
28
can only move in one direction (forward) along the dual lines of the course.
The
design and features of the vehicle carriage also will be detailed below. A
second
tour worker, 35, stands on upper platform 33 to assist rider 28, if needed,
and to
ensure safety of rider 28, as the first run of the tour commences. This also
provides
another opportunity for the second tour worker 35 to check that the harness is
properly secured to rider 28.
The dual line is connected to pole 12 by a continuous belay, so that the
rider does not need to disengage the vehicle carriage in order to transition
from a
vertical ascent to a horizontally downward descent along the dual lines. In
fact, a
continuous belay attachment may be used at all intermediate positions of the
zip
line tour until its termination.
In the illustrative tour in Fig. 1, a single intermediate stop is shown, but
it is
illustrative of one or more such intermediate stops that may be used on a
multi-run
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zip line tour, challenge course, or similar sporting/amusement adventure.
Again,
an intermediate post, 36, carries about its upper end an intermediate
platform, 38,
atop which another tour worker, 40, is stationed for providing any needed
assistance for rider 28. As stated, a continuous belay attachment system, 42,
carries the dual lines and will be described in detail below.
The tour terminates at a lower platform, 44, atop which a further tour worker,
46, is stationed. While the novel vehicle carriage incorporates a dual safety
brake
operable by the rider, safety still dictates that a braking system, 48, be
used.
Braking system 48 is carried by a lower pole, 50, and will be described in
detail
below. Referring additionally to Fig. 2, a speed (velocity) sensor, 52, also
is carried
by lower pole 50 and senses the speed at which rider 28 is approaching the
terminus of the tour. If the sensed speed or velocity is deemed unsafe (too
fast),
braking system 48 may be automatically engaged by being in continuous
communication with sensor 52 or may be engaged manually by tour worker 46. In
either event, the speed of rider 28 is slowed to a sufficiently slow rate so
that rider
28 can safely stop and stand atop lower platform 44 whereat the vehicle
carriage
can be unlocked by tour worker 46, as described in further detail below, or
passed
off the end of the line after the splitter closes.
Steel cable has a greater resistance to braking than does synthetic line
construction; thus, it may be advisable to replace the ultimate 25 feet or so
of the
synthetic line with steel cable, such as the case for the split cable section
approaching lower pole 50. Fig. 2A illustrates a zero relief connector, 53,
whose
placement is seen in Fig. 2 with the run being a synthetic cable, 55, uphill
of zero
relief connector 53 and a steel cable, 57, downhill thereof. In particular,
wedges,
.. 59 and 61, connect synthetic cable 55 with steel cable 57. Wedge 59 is
swaged
on steel cable 57, while wedge 61 tightens the wedge pair onto synthetic cable
55,
optionally using an epoxy or other adhesive. The overall diameter of zero
relief
connector 53 is around 1/2 inch. This construction also will facilitate
replacement of
the synthetic cable with but a loss of a few inches of steel cable during such
.. replacement operation. It should be observed that the synthetic cable is
made from
an inner core and an outer sheath, that may be removed so that the core is
inserted
into the connector to maintain the overall diameter at connector 53 the same
as
the diameter of both the steel cable and synthetic cable.
Referring now to Figs. 3-6, dual lines, 54 and 56, are seen carrying a vehicle
.. carriage, 58. As illustrated in Fig. 3, vehicle carriage 58 moves in a
direction from
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left to right. Continuous belay attachment system 42 consists of a leading
bracket
assembly, 60, and a trailing bracket assembly, 62. As used herein, upper
refers to
a higher elevation, while lower refers to a lower elevation with the ride
running by
gravity from a higher or upper elevation to a lower elevation. As vehicle
carriage
58 confronts leading bracket assembly 60 (Fig. 4), horizontal upper and lower
arms, 64 and 66, each of which holds lines 54 and 56, respectively, by a
tubular
clip permit vehicle carriage 58 to continue to move down the dual lines and
around
intermediate pole 36.
Vehicle carriage 58 then confronts trailing bracket assembly 62 carried by
intermediate post 36 and which serves one entirely different additional
function
than leading bracket assembly 60. Trailing bracket assembly 62 carries a
sprocket
on its vertical arm, which carries a chain, 68, whose ends are capped by a
pair of
horizontally extending tubular clip assemblies, 70 and 72, that capture,
respectively, dual lines 54 and 56. Upper clip assembly 70 is like the tubular
clips
carried by leading bracket assembly 60 in that the dual lines are free to
move.
Lower clip 72, however, as seen in Fig. 7, has a pair of wedges, 74 and 76,
pushed
thereinto for tightly securing line 56. Self-equalization of line 56 is
achieved by
chain 68 and its ability to move about the sprocket carried by lower bracket
assembly 62.
Referring now to Figs. 5, 5A, and 6, a top element, 78, and lower element,
80, pivot open about a central element, 79, to open vehicle carriage 58 so
that dual
lines 54 and 56 can be secured. A semicircular cutout, 81 (Fig. 6), along the
bottom
surface of upper element 78 along with a semicircular cutout, 83, along the
top
surface of central element 79 capture upper line 54 when upper element 78 is
closed. Similarly, a semicircular cutout, 85, along the bottom surface of
central
element 79 along with a semicircular cutout, 87, along the top surface of
lower
element 80 capture lower line 56 when lower element 80 is closed. The surfaces
of these circular tubes for lines 54 and 56 may be polished, coated with a
friction
reducing material, and/or other treatment to reduce friction when vehicle
carriage
slides along the dual lines.
A locking mechanism for elements 78 and 80 with central element 79 is
shown in Figs. 5 and 5A. An elongate hole formed through a downwardly
extending
front leg of upper element 78 and upwardly extending front leg of lower
element 80
and into central element 79. Each hole carries a spring, 82, in upper element
78
and, 84, in lower element 80 that push against, respectively, pins, 86 and 88,
that
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also are found in central element 79 and through each extending leg of element
78
and 80, respectively, to prevent rotation of elements 78 and 80. A key, 90,
can be
inserted into the two elongate holes to push pins 86 and 88 inwardly and away
from
the extending legs of each element 78 and 80, and permit rotation of upper
element
78 by a piano-type hinge, 92, in lower element 80 by a piano-type hinge, 94,
in the
lower element 80. An elongate slot, 89, in pin 86 and slot, 91, in pin 88 have
retaining pegs, 96 and 98, respectively, for in which the pins move and for
retaining
the pins. Without key 90, vehicle carriage 58 will stay secured to dual lines
54 and
56. This safety feature prevents rider 28 from unadvisedly detaching vehicle
carriage 58 with consequent increase in harm.
Continuing the description of vehicle carriage 58, reference is made to Figs.
8-12. A dual braking system for the rider is provided by an upper brake lever,
100,
and lower brake lever, 102, that rider 28 squeeze, respectively, against
central
element 79 to apply pressure to upper line 54 and lower line 56. Both levers
can
be easily grasped by one hand of the rider for slowing down and/or stopping
the
rider's descent. Rollers, 104 and 106, in upper element 78 engage upper line
54,
while rollers, 108 and 110, in central element 79 engage lower line 56.
Upper element 78 also carries a pair of eccentric pieces, 112 and 114,
which are connected by a bar, 116. In similar fashion, lower element 80 also
carries a pair of eccentric pieces or cams, 116 and 118, which are connected
by a
bar, 120. While vehicle carriage 58 is in a horizontal orientation, as shown
in Fig.
12, eccentric pieces, 116 and 118 ride along upper line 54. However, when
vehicle
carriage 58 is in a vertical orientation, as shown in Fig. 11, eccentric
pieces 116
and 118 connected by a bar, 120, rotate counter-clockwise to press against
line 54
and prevent movement of vehicle carriage 58 in the reverse direction.
Simultaneously therewith while vehicle carriage 58 is vertical, eccentric
pieces, 122
and 124, in lower element 80 and connected by a bar, 128, rotate clockwise to
press against line 56 and prevent movement of vehicle carriage 58 in the
reverse
direction. Such mechanisms permit rider 28 to ascend as shown in Fig. 1 and
not
slide downwardly. Such mechanism also permit rider 28 to only descend along
the
extent of the tour.
Finally braking system 48 is shown in a home or rest position in Fig. 13 and
in an active position in Fig. 14. Braking system 48 can be actuated
pneumatically,
hydraulically, or electrically. Such actuating system can be housed within a
container, 128 (see Fig. 1), located adjacent to lower platform 44. Braking
system
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48 has pair of elongate tubes, 130 and 132, for capturing upper line 54 and a
single
tube, 134, for capturing lower line 56. Tube 132 clamps down on line 54, while
line
54 freely moves through tube 130. Tube 134 can clamp down on line 56. Tube
132 is attached to a movable carriage, 136.
When rider 28 is traveling too fast approaching lower platform 44, carriage
136 is moved upwardly carrying upper line 54 running through tube 130,
resulting
in lines 54 and 56 being split; thus, reducing the speed of rider 28
eventually to a
standstill.
Materials of construction for vehicle carriage 58 desirably will be metal and
stainless steel may find advantage for is resistance to corrosion. The same
will be
true for most other components, except for the rollers housed within vehicle
carriage 58, which may be made from plastic to reduce resistance against the
lines.
The preferred rail composition will be the sheathed plastic rope disclosed in
U.S.
Patent No. 8,505,462; although, other composition rail materials could be
used, as
well as metal or any combination thereof. While the use of poles is shown,
either
end or any intermediate position of the system could be affixed to a tree, a
cliff, or
to other relatively stable and immovable locations.
While the apparatus, its components, and its use have been described with
reference to various embodiments, those skilled in the art will understand
that
various changes may be made and equivalents may be substituted for elements
thereof without departing from the scope and essence of the disclosure. In
addition, many modifications may be made to adapt a particular situation or
material to the teachings of the disclosure without departing from the
essential
scope thereof. Therefore, it is intended that the disclosure not be limited to
the
particular embodiments disclosed, but that the disclosure will include all
embodiments falling within the scope of the appended claims. In this
application
all units are in the metric system and all amounts and percentages are by
weight,
unless otherwise expressly indicated.
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