Abstract:
The present invention is an improved apparatus for wheeled vehicles. The use of spherical wheels allows the vehicle to be operated on slides that have steep elevation changes and quick turns and curves. Each spherical wheel is attached to the vehicle at a predetermined angle so that the longitudinal axis of the spherical wheel is perpendicular to where the spherical wheel contacts the surface. For a curved slide, the longitudinal axis of the spherical wheel is perpendicular to the tangent line. The spherical wheel vehicle allows amusement park operators to have a dual use slide, allowing it to be a water slide in the summer months and be a dry slide through use of the spherical wheel vehicle in colder months.

Description:
CROSS-REFERENCES TO RELATED APPLICATIONS 
       [0001]    This application claims the benefit of U.S. provisional applications Ser. No. 61/819,362 filed May 3, 2013 and Ser. No. 61/822,167 filed May 10, 2013, both entitled Spherical Wheel Sled, which are incorporated by reference herein. 
     
    
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
       [0002]    Not applicable. 
       BACKGROUND OF THE INVENTION 
       [0003]    1. Field of the Invention 
         [0004]    The present invention relates to a vehicle capable of coasting down a slide at high speeds without steering aids or a separate guiding system such as rails or tracks. 
         [0005]    2. Description of the Related Art 
         [0006]    The slide is a common attraction for people of all ages and is commonly found in amusement parks around the United States. A majority of slides are powered by gravity and have a variety of shapes, curves and elevation changes. There are numerous methods in which a riders coasts down a slide ranging from a complicated system requiring a transport apparatus to the simplistic where the rider simply slides without any apparatus. Inherently a slide creates friction which reduces the speed in which a rider coasts down a slide. As a result, all slides are designed to reduce friction depending on the desired level of thrill for the slide. A variety of friction reducers are used including adding water as a medium to support the rider down the slide, use of a wheeled vehicle, use of non-wheeled vehicles such as sleds, rafts, or tubes, or the use of a smooth surface. The specific friction reducer method, or combination of methods, is dictated by the level of thrill seeking sought, the age of the riders, and the temperatures at which the slide may operate (e.g. year-round or only in summer months). 
         [0007]    Based on current technology, the most thrill-inducing slides are generally water-based. The water acts as a predictable lubricant on the slide and reduces the friction or drag created by the rider on the surface of the slide. The addition of water adds a level of predictable behavior due to the ability to control the flow and the volume of water. The ability to control the flow and volume of the water allows a water-based slide to be designed or modified for use with or without a transport device such as a tube or raft. As a result the friction reducing qualities and control, water-based slides feature more high banking turns and steep elevation changes while maintaining a generally safe ride. However, water-based slides are limited to operation in warmer months due to a rider&#39;s need to have swim wear and be amenable to becoming wet. Additionally, a water-based slide with high banking turns and steep elevation changes is not realistically capable of operation without water. As will be described below, currently existing wheeled vehicles are not responsive enough to be operated safely on such a slide. Thus, an amusement park owner that utilizes water-based slides is limited to the operational window of warmer months. 
         [0008]    Waterless slides, in contrast to water-based slides, require specialized systems to achieve predictability of operation. For a high thrill-inducing slide, permanent infrastructure is generally required in the form of a rail or guidance system to keep the vehicle on a well-defined track or course. As a result, there is generally no variability in the ride as the particular path is predefined. Waterless slides that do not use a fixed track or guidance system are generally unsafe or have a low excitement factor as they are limited in the ability to turn and to traverse steep elevation changes. The lack of safety stems from the limitation in wheeled vehicles to respond quickly to changes in direction and/or limited to user error if steering is required by the user. Failure to adapt to curve or a change in direction may result in the vehicle flipping over. As presently taught in the industry, a standard wheeled transport device has significant limitations in: 1) permanent infrastructure of the slide such as construction of a track, rail, or guidance system, 2) inherent limitation in the wheels, and/or 3) limitation of the rider&#39;s ability to steer at high speed and significant curves. Thus, it is not currently practical or feasible to convert a water-based slide for use without water utilizing current wheeled transport devices. 
         [0009]    The standard wheeled sled utilizes swivel castors or a plurality of fixed-place wheels. Both types of wheels have inherent limitations. Swivel castors have the ability to rotate a fixed wheel 360 degrees along a surface. As the direction of the fixed wheel is changed, the swivel adjusts to redirect the fixed wheel along the force. To accommodate a change of direction, the friction created by the fixed wheel on the surface, either from steering or the curved surface, is translated to the swivel joint. The friction force must be strong enough to overcome the internal friction within the swivel joint in order to change the direction of the wheel. In a high speed application this creates at least two problems: 1) the delay in translating the friction of the surface force into a change of direction made by the swivel joint resulting in instability of the device and slowed momentum; and 2) the amount of friction involved resulting in a lowered speed of the transport device. 
         [0010]    Swivel casters also may experience flutter in high speed situations if the wheel is not engaged on the surface. When the wheel re-engages the ground, flutter may cause the wheel to engage the surface in a direction that does not mirror the direction of the vehicle (force). When this occurs substantial friction is generated between the wheel and the surface until the swivel joint can realign itself with the specified force direction. This is a significant safety hazard as the friction may suddenly reduce the speed of the vehicle or radically shift the direction of the vehicle causing it to be unstable. 
         [0011]    The limitations of swivel castors are seen in the common grocery cart. The traditional grocery cart is adequate for traversing halls in a slow manner, but when a turn occurs at a high rate of speed the swivel casters have difficulty negotiating the curve smoothly. Such fast turns typically require increase force (more pushing) to negotiate the high speed turn due to the internal friction and delayed response of the swivel castor. If flutter occurs, the cart may suddenly turn in the wrong direction, substantially reduce speed, or cause the cart to be unstable and tip over. In the slide industry, vehicles with swivel castors are generally utilized on slides that are low speed with gradual or no curves. Otherwise the swivel castor creates a significant safety hazard. 
         [0012]    Fixed-place wheels are similarly limited in that they require a guidance system in order to traverse changes in direction. The typical guidance system utilizes a user controlled steering mechanism which allows the wheels to change direction. The disadvantage of this system is that it is subject to significant user error, especially when high speeds and steep banking curves are part of the slide. Other guidance mechanisms include rails or tracks that dictate the direction of the sled. However, these guidance systems require a specially designed slide with specialized infrastructure. 
         [0013]    Generally, water-based slides provide the fastest ride experience due to the reduction of friction through utilization of water. These types of slides create a fast ride experience through steep elevation changes and high banked turns designed to maintain and increase speed. However, water-based slides, due to the use of water, are limited to use in warm weather. Repurposing a water-based slide is presently not practical or safe with the existing lot of wheeled transport devices. 
       SUMMARY OF THE INVENTION 
       [0014]    The present invention is an improved wheeled vehicle comprising a spherical wheel to contact the slide surface. The spherical wheel is omni-directional as it may rotate in any direction. Each spherical wheel is attached to the vehicle at such an angle that the longitudinal axis of the spherical wheel is orthogonal to the surface of the slide. This allows the spherical wheel vehicle to operate on flat surfaces as well as tubular/channel shaped slides. Depending on the diameter of the tubular/channel shaped slide, each spherical wheel is angled appropriately to ensure the longitudinal axis of the spherical wheel is orthogonal to the tangent line of the curved surface of the slide. Angling in such a manner distributes the weight of the vehicle directly onto the surface of the slide which prevents any inward/outward forces from acting on the spherical wheel. The reduction of inward/outward forces reduces friction on the spherical wheel, helps maintain the downward momentum of the vehicle, and causes the vehicle to naturally follow the curves of the slide. 
         [0015]    As a result, the present invention is capable of operation on a slide typically designed for use with water. This allows amusement park operators to have a dual use slide, allowing it to be a water slide in the warmer months and be a dry slide through use of the spherical wheel vehicle in colder months. The use of the spherical wheel vehicle maintains a similar thrill level without incurring substantial retrofitting of the slide. Furthermore, the spherical wheel vehicle provides a safe transport device as it is substantially less likely to have a wheel become stuck or suffer from flutter as is commonly observed in swivel casters. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0016]      FIG. 1  is a top-down view of the spherical wheel vehicle with the body. 
           [0017]      FIG. 2  is a side view of the spherical wheel vehicle with the body. 
           [0018]      FIG. 3  is a top-down view of the spherical wheel vehicle frame with the braking mechanism and spherical wheel assemblies. 
           [0019]      FIG. 4  is a view of the underside of the spherical wheel vehicle with the body. 
           [0020]      FIG. 5  is a close-up view of the spherical wheel assembly. 
           [0021]      FIG. 6  is a close-up view of the braking mechanism. 
           [0022]      FIG. 7  shows a spherical wheel vehicle within a slide. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0023]    As shown in  FIGS. 1 and 2 , the spherical wheel vehicle  1  comprises a rectangular frame  10  (as seen more clearly in  FIGS. 3 and 4 ) attached to the underside of a contoured body  50  with four spherical wheel assemblies  30  attached to each corner of the frame  10 . The contoured body  50  is a singularly-constructed contoured form comprising a lip  51 , foot rests  52 , leg wells  53 , and a seating portion  54 . The lip  51  is shaped to fit over the frame  10 . The contoured body  50  is attached to the frame  10  through fasteners  59  disposed through the lip  51 . Molded into the front of the contoured body  50  are identical foot rests  52  for a rider&#39;s left and right foot. Extending toward the rear of the contoured body  50  from the foot rests  52  are leg wells  53  where the rider&#39;s legs are positioned. Disposed between the leg wells  53  are vents  55 . 
         [0024]    A handle  63  of the braking mechanism  60  extends from underneath the body  50  through a slot  56  located behind the vents  55 . Behind the braking mechanism  60  and located at the rear of the vehicle  1  is the seating portion  54 . A lower back rest  57  is mounted to a “U”-shaped frame piece  25  so the lower back rest  57  is positioned over the rear wall  58  of the seating portion  54 . 
         [0025]    As shown in  FIGS. 2 ,  3  and  4 , frame  10  includes two parallel longitudinal members  11  and two parallel lateral members  20 ,  21 . Each longitudinal member  11  comprises a front angled portion  12  having a first end  13  and second end  14 , a rear straight portion  15  having a first end  16  and second end  17 , and an angled middle portion  18  positioned between the second end  14  of the front portion  12  and the first end  16  of the rear straight portion  15 . Each front angled portion  12  angles downward from a high point at the first end  13  to a low point at second end  14 . Each angled portion  18  angles toward the center longitudinal axis  19  of the frame  10  and vertically upward. Between the first ends  13  of the front straight portions  12  is the front lateral member  20 . Between the second ends  17  of the rear straight portions  15  is the rear lateral member  21 . The “U”-shaped frame piece  25  angles vertically upward from the rear lateral member  21  and is connected to the rear lateral member  21  at terminal ends  42 . The junction of each longitudinal member  11  and the lateral members  20 ,  21  may be angled or may be rounded. Disposed between the two longitudinal members  11 , approximately located near the second end  14  of the front straight portion  12 , is a crossbar  22 . The crossbar  22  angles down from the frame  10  before straightening and running parallel to the front and rear lateral members  20 ,  21 . Leg wells  53  are supported by the crossbar  22  to provide added stability of the vehicle  1 . A bracket  23  is attached to the frame  10  at each junction  80  of the longitudinal members  11  and lateral member  20 . Brackets  23  are also attached to longitudinal members  11  near the second end  17  of rear straight portion  15 . A spherical wheel assembly  30  is attached to each bracket  23 . 
         [0026]    As best seen in  FIG. 5 , each spherical wheel assembly  30  comprises a ball  31 , housing  32 , and a mount  33 . The mount  33  is generally cylindrical and has a bore disposed there through. Extending from the opposing end of the upper end  36  of the mount  33  is a housing  32 . The housing  32  is a hemispherical shell with the small diameter portion  37  located near the mount  33 . The housing  32  has multiple ports  38  extending from near the mount  33  to near the large diameter open end  39 . A ball  31  fits within the housing  32  and is secured by a ring-shaped retainer  40 . The largest diameter of the ball  31  is smaller than the large diameter open end  39  of the housing  32 . The ring-shaped retainer  40  has a smaller diameter than the diameter of the ball  31  and attaches to the housing  32  at the large diameter open end  39 . Approximately one-third of the ball  31  extends below the ring-shaped retainer  40  and the housing  32 . Located within the internal wall of the housing  32  are bearings  41 . Each bearing  41  supports the ball  31  as it rotates within the housing and prevents the ball  31  from contacting the inside surface of the housing  30 . The bearings assist the ball in minimizing friction by keeping the ball in relatively uniform position and reduce friction of the ball when changing rotational direction. The ball  31  has omni-directional rotation capabilities. 
         [0027]    The mount  33  and housing  32  may be made from any suitably strong material such as glass-fiber reinforced polyamide  6 . The ball  31  may be made of a hard plastic and coated with a substance to reduce abrasion and to add shock absorption. This coating may be polyurethane. One example of a suitable spherical wheel  30  has a diameter of 4 3/32 inches, a static load capacity of approximately 220 pounds, and a dynamic load capacity of 154 pounds. One such spherical wheel capable of meeting these standards is model number 106P offered by Spherical Wheel available at http://www.sphericalwheel.com/prod — 106p_eng.html. 
         [0028]    A spherical wheel assembly  30  is attached to a bracket  23  through bolt  35 . A bolt  35  is positioned through the bracket  23  and threadably connected to the mount  33  through the bore. The bracket  23  is positioned at a predetermined angle so that the longitudinal axis  24  of the spherical wheel assembly  30  is perpendicular to the contact point of where the ball  31  contacts the surface of the slide. The bracket may be permanently attached through welding to the frame or may be adjustable to allow the angle of the spherical wheel assembly to be changed according to the requirements of the slide, specifically the slide curvature. Any form of standard adjustment mechanisms including springs, hinges, or slot and pin is suitable for adjusting the bracket to the proper angle. 
         [0029]    As shown in  FIG. 6 , a braking mechanism  60  comprises a brake pad  61 , an “L”-shaped lever  62  having a horizontal portion  64 , angled portion  65 , and vertical portion  73 . The vertical portion  73  further comprises a handle  63  on the opposing side from the angled portion  65 . The vertical portion  73  of the “L”-shaped lever  62  extends through the slot  56  of the contour body  50  and connects to the angled portion  65 . The angled portion  65  is connected to the horizontal portion  64 . The angled portion  65  and horizontal portion  64  are positioned under the contour body  50 . The “L”-shaped lever  62  is connected to the crossbar  22  with a linkage assembly  66 . The linkage assembly  66  comprises two brackets  67 ,  70 , each having a bore hole, connected to the upper surface of crossbar  22 . The angled portion  65  of the “L”-shaped lever  62  is disposed between the two brackets  67 ,  70  and also contains a bore hole in which an anchor bolt  72  is disposed through the first bracket  70 , through the angled portion  65 , and through the bore of the second bracket  67 . The anchor bolt  72  keeps the “L”-shaped lever  62  in place and acts as a pivot point allowing the “L”-shaped lever  62  to rotate along the longitudinal axis  19  of spherical wheel vehicle  1 . The brake pad  61  is attached to the underside of the horizontal portion  64  of the “L”-shaped lever  62 . The brake pad  61  is made of a material capable of creating friction against the slide surface. In the preferred embodiment the brake pad is made of a material sufficient to create friction and soft enough to not damage the surface of the slide such as a synthetic turf. 
         [0030]    A braking frame member  26  extends from the middle of the crossbar  22  toward the front of the vehicle  1  with a slight upward angle. Located near the midpoint of the braking frame member  26  is a stopper  74 . The stopper  74  comprises a threaded tube  75  mounted to a side of the braking frame member  26 , through which a bolt  76  is threadably connected. A spring + is attached to the braking member  26  near the opposing end of braking frame member  26  from the crossbar  22 . The opposite end of the spring  77  is attached to a bracket  78  mounted to the vertical portion  73  of the “L”-shaped lever  62 . The compression force of the spring  77  pulls down the vertical portion  73  of the “L”-shaped lever  62  toward braking frame member  26 , causing the horizontal portion  64  and the attached brake pad  61  to rotate toward the underside of the contour body  50 . The “L”-shaped lever rotates about the linkage assembly  66 . Stopper  74  prevents the “L”-shaped lever from rotating any further once the vertical portion  73  contacts the bolt  76 . By tightening or loosening the bolt  76  within the threaded tube  75 , the distance the vertical portion  73  must travel may be changed. 
         [0031]    In the preferred embodiment, as seen in  FIG. 7  in which a vehicle is configured for use on a slide with a circular cross section, each spherical wheel assembly  30  is aligned so the longitudinal axis  24  of the spherical wheel assembly  30  is perpendicular to the tangent  27  of the slide surface  29 . In other words, the spherical wheel assembly  30  is perpendicular to where the ball  31  contacts the tubular slide  29 . To calculate the proper angle α between the spherical wheel assembly  30  and the respective lateral member  20 ,  21 , the following dimensions must be known: the diameter  2  of the slide (d), the width  3  between the respective from or rear spherical wheel assemblies where the spherical wheel assembly  30  attaches to the bracket (w), and the height  4  of the spherical wheel assembly  30  from the contact point at the slide  29  to where the spherical wheel assembly  30  meets the width  3  dimension (ii). The angle α is calculated through the following formula: 
         [0000]    
       
         
           
             
               angle 
                
               
                   
               
                
               α 
             
             = 
             
               
                 arcsin 
                  
                 
                   ( 
                   
                     w 
                     
                       d 
                       - 
                       
                         ( 
                         
                           2 
                           * 
                           h 
                         
                         ) 
                       
                     
                   
                   ) 
                 
               
               + 
               90 
             
           
         
       
     
         [0032]    In the disclosed and preferred embodiment, the diameter  2  of the slide  29  is fifty-four (54) inches, the width  3  between the respective two front spherical wheel assemblies  30  and the respective two rear spherical wheel assemblies  30  is eighteen (18) inches, and the height  4  of each spherical wheel assembly  30  is seven (7) inches. The width  3  is measured by the distance between the bolts  35  of each front or rear spherical wheel assembly  30  and the height  4  is measured from the contact point between the bail  3  land slide  29  to the bolt  35 . Utilizing the above formula, the resulting angle  28  between the center axis  24  and the front lateral member  20  is approximately 116.74 degrees. Utilizing the same measurements, the proper angle of the rear spherical wheel assemblies is identical at approximately 116.74 degrees. 
         [0033]    The width  3  and height  4  dimensions may be modified to suit the specific needs of the vehicle  1  and the specific spherical wheel assembly  30 . Narrower vehicles  1  may be desired for faster slides to generate higher speeds and greater g-forces. Wider vehicles  1  may be utilized for adult riders or to improve rider comfort. Based on these parameters, multiple combinations of vehicle width  3  and spherical wheel height  4  are possible. It is also envisioned that the rear spherical wheels  30  may be positioned closer together or farther apart than the front spherical wheel assemblies  30 , so long as each spherical wheel assembly is properly angled based on the above formula. 
         [0034]    The present invention may be utilized in numerous different slide diameters so long as the proper angle is calculated. For slides that have no curvature or diameter, the proper angle for each spherical wheel assembly is ninety degrees and is not dependent on height of the spherical wheel assembly or the width between the spherical wheel assemblies. 
         [0035]    In the preferred embodiment the contoured body  50  and frame  10  are symmetrical with respect to the center longitudinal axis  19 . In the preferred embodiment, the longitudinal members  11  and lateral members  20 ,  21  are constructed of a single piece of tubular steel bent into the above described shape. The single piece provides structural stability to the frame  10  so that it does not bend in operation. In the preferred embodiment, the brackets  23  are welded onto the rounded junctions  80  of the frame  10  to provide structural stability to the frame  10  and to the spherical wheel assemblies  30 . In an alternative embodiment, the bracket may be adjusted to accommodate a different angle of the spherical wheel assembly  30 . Any form of standard adjustment mechanisms including springs, hinges, or slot and pin is suitable to adjust the bracket. 
         [0036]    Operation of the spherical wheel vehicle is discussed in reference to  FIGS. 1-7 . A rider sits in the seating portion  54  and positions their legs in the leg wells  53  with their feet on the footrests  52 . The handle  63  of the braking mechanism  60  is accessible to the rider through slot  56 . During normal operation when the handle is not pulled by the rider, the spring  77  compresses and pulls the vertical portion  73  of the “L”-shaped lever  62  until the vertical portion  73  abuts the stopper  74 . In this position the brake pad  61  of the braking mechanism  60  is positioned on the underside of the contoured body  50  and does not engage the surface of the slide  29 . The spherical wheel vehicle  1  with the rider properly positioned begins coasting down the slide  29  with the force of gravity accelerating the spherical wheel vehicle  1 . Air passes from the underside of contoured body  50  through vents  55  to increase aerodynamics of the spherical wheel vehicle  1  and to ensure each ball  31  has sufficient traction on the slide  29 . The spherical wheel assemblies  30  are made to operate in numerous conditions as the ports  38  located in the housing  32  assist in removing debris that may become located within the housing  32 . For example, if water (e.g. rain) or a small pebble is present on the slide the debris or water may be picked up by the ball  31  and become trapped within the housing  32 . The ports  38  create a passage way for the water or debris to exit the housing  32  and prevent interference with the operation of the bearings  41  or the ball  31  within the housing  32 . In operation, the movement of the ball  31  creates a force on the debris or water droplets which causes the debris exit the housing  32  through ports  38 . 
         [0037]    In reference to  FIG. 7  and as described above, the angle of attachment a for the spherical wheel assembly is determined in relation to the diameter of the tubular slide  29 . Each spherical wheel assembly  30  is attached to lateral members  20 ,  21  at an angle such that the longitudinal axis  24  of each spherical wheel assembly  30  is perpendicular to the tangent  27  of the slide  29  where ball  31  contacts the slide  29 . Although not shown in  FIG. 7 , each rear spherical wheel assembly  30  is aligned in the same manner With the spherical wheel assembly angled orthogonal to the point of contact with the tangent of the slide, the weight (force) of the vehicle is directed towards the slide  29  in the same orthogonal direction. If the slide is flat and not tubular or channel shaped, then the spherical wheel assembly  30  is perpendicular to the surface of the slide. 
         [0038]    The general direction of travel of the spherical wheel vehicle  1  down the slide  29  is in the z-axis, which is perpendicular to the tangent  27  and to the center axis  24 . In reference to  FIG. 7 , the z-axis travels out of the page perpendicularly. Position A of  FIG. 7  is in specific reference to a portion of the slide in which there are no turns or curves. In Position A there is no centrifugal force changing altering the z-axis and thus the z-axis remains perpendicular to the tangent of the curve. The ball  31  rotates around an axis of rotation  34  that is parallel to the tangent  27  and perpendicular to the z-axis. In normal operation, each ball  31  of the front pair of spherical wheel assemblies  30  will travel in the same z-axis with each rotating around the a parallel axis of rotation  34 . 
         [0039]    A centrifugal force acts on the spherical wheel vehicle  1  during turns or banks within the slide  29 . The resulting centrifugal force changes the direction of the z-axis in relation to the speed and weight of the spherical wheel vehicle  1  and the degree of the curve. The axis of rotation  34  remains perpendicular to the z-axis which causes the spherical wheel vehicle  1  to move up the curve or bank as indicated by Position B of  FIG. 7 . When exiting the turn or bank and the centrifugal force is reduced and the spherical wheel vehicle  1  moves down the curve and back toward Position A. Each spherical wheel assembly  30  remains perpendicular to the tangent  27  ensuring even weight distribution onto the surface of the slide regardless if the spherical wheel vehicle  1  is in Position A or moving to or from Position B. The omni-directional capabilities of the ball  31  cause the ball  31  to react to changes in the axis of rotation  34  smoothly and predominantly without friction. When the spherical wheel assemblies  30  are properly angled orthogonal to the tangent of the slide, there is no need for steering apparatuses as the reaction to centrifugal force will efficiently and accurately control the spherical wheel vehicle as it navigates turns and curves within the slide. 
         [0040]    The angle of the spherical wheel assembly  30  is important to efficient operation of the spherical wheel vehicle  1 . If the weight (force) of the vehicle is not directed orthogonal to the slide  29 , then a component of the weight (force) is directed inward or outward depending on the incorrect angle. The inward or outward component of the weight causes the axis of rotation  34  of ball  31  to no longer be parallel to the tangent line of the slide  29 . If the axes of rotation  34  for each ball  31  of the front pair of spherical wheel assemblies  30  are parallel to each other but not to the tangent line  27  of slide  29 , then the spherical wheel vehicle  1  will not react properly to the centrifugal force created by the curves and turns of the slide. The additional inward or outward force created by the improperly angled wheels will alter the axis of rotation  34 , and resulting z-axis, causing the spherical wheel vehicle  1  to either resist the centrifugal force or add to the centrifugal force. If the centrifugal force is enhanced then the spherical wheel vehicle  1  may become unstable and flip over as it would steer in the opposite direction of the curve. A dampened centrifugal force may slow the spherical wheel vehicle  1  significantly resulting in less excitement for the person or a complete loss of momentum. 
         [0041]    Each spherical wheel assembly  30  will incur increased internal friction if the axes of rotation  34  for each ball  31  are not perpendicular to the z-axis direction of travel. The increased internal friction would result in ball  31  having uneven wear which may lead to a bare or flattened spots on the ball  31 . Furthermore, non-parallel axes of rotation  34  between each spherical wheel assembly  30  or the tangent line  27  of slide  29  would place additional stress on the joint between the frame  10  and each spherical wheel assembly  30 , specifically on the mount  33  and bracket  23 . 
         [0042]    If the rider decides to slow the spherical wheel vehicle  1 , the rider engages the braking mechanism  60  by pulling the handle  63  of the “L”-shaped lever  62  toward the rear of the spherical wheel vehicle  1 . Once the pulling force from the rider overcomes the compression of the spring  77 , the “L”-shaped lever  62  rotates about the linkage assembly  66  causing the horizontal portion  64  with the brake pad  61  attached to rotate away from the underside of the contoured body  50  and towards the slide  29 . As the brake pad  61  engages the slide surface  29 , the spherical wheel vehicle  1  slows down. The rider may control the amount of brake force by varying how far the “L”-shaped lever  62  is pulled. When the rider releases the handle  63 , the spring  77  compresses rotating the “L”-shaped lever  62  about the linkage assembly  66 . The rotation continues until the vertical portion  73  of the “L”-shaped lever  62  engages the stopper  74 . This rotation releases the brake pad  61  from engaging the slide  29  and returns the brake pad  61  to its stowed position under the contoured body  50 . 
         [0043]    In an alternative embodiment, the spherical wheel vehicle  1  may operate with three spherical wheel assemblies  30  with one located at the front on the center longitudinal axis  19  and the other two near the rear of the spherical wheel vehicle  1  spaced equidistant and opposing side of the center longitudinal axis  19 . In this embodiment, the front spherical wheel assembly  30  is angled to be perpendicular to the frame  10 . The rear spherical wheel assemblies are angled orthogonal to the tangent line  27  of where the ball  31  contacts the surface of the slide  29 . 
         [0044]    The present invention is described above in terms of a preferred illustrative embodiment of a specifically-described spherical wheel vehicle. Those skilled in the art will recognize that alternative constructions of such an apparatus can be used in carrying out the present invention. Other aspects, features, and advantages of the present invention may be obtained from a study of this disclosure and the drawings, along with the appended claims.