Abstract:
The invention is an amusement-park device, comprising a rail-guided route course and at least one vehicle guided on the rail, which vehicle has a brake apparatus having at least one, preferably two brake pads fastened to a brake-pad carrier, which brake pads are provided for braking or clamping the vehicle at a point of the rail-guided route course during a braking event. According to the invention, the brake apparatus has a brake carrier and/or the at least two brake pads can be pivoted in relation to the stationary bike carrier. The vehicle equipped with such a brake apparatus can follow unevenness in the rail-guided route course in a simple manner, resulting in reliable braking behavior.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
       [0001]    This patent application claims priority International Patent Application PCT/EP2015/057356, filed on Apr. 2, 2015, and thereby to German Patent Application 10 2014 104 659.5, filed on Apr. 2, 2014. 
     
    
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
       [0002]    No federal government funds were used in researching or developing this invention. 
       NAMES OF PARTIES TO A JOINT RESEARCH AGREEMENT 
       [0003]    Not applicable. 
       SEQUENCE LISTING INCLUDED AND INCORPORATED BY REFERENCE HEREIN 
       [0004]    Not applicable. 
       BACKGROUND 
       [0005]    Field of the Invention 
         [0006]    The present invention relates to an amusement park device having a rail-guided route course and having at least one vehicle guided on the rail. 
         [0007]    Background of the Invention 
         [0008]    The invention relates to an amusement park device with a rail-guided route course as well as at least one vehicle guided on the rail, comprising a brake device with at least one, preferably two brake pads fastened at a brake-pad carrier for braking and/or clamping tight the vehicle at a point of the rail-guided route course during a braking event. 
         [0009]    Such amusement park devices with rail-guided route courses have been known for many years. Here, in addition to the question of how the vehicles are driven on the rails, another important safety aspect includes the provision of a suitable braking device, in order to allow the secure braking and/or stopping of the vehicles during operation. 
         [0010]    Different braking concepts have become known for such amusement park devices, such as in carousels, rollercoasters, or rail trains. One of the first braking means for such amusement park devices was described by Thompson in AT 82624 in 1921. Here, Thompson describes a braking mechanism which allows for the control of the speed of the vehicles and to completely stop the vehicle in critical situations. Thompson describes a vehicle brake which was operated via a lever by a person in the train. Here, a mechanism presses brake pads upon a friction bar installed along the entire rail track. Due to the friction generated here a portion of the kinetic energy of the train is converted into heat and the train slows down. 
         [0011]    However, this braking technology is today used in only few rail-guided route courses, such as for instance the so-called “Rutschebanen” in Tivoli (Copenhagen, Denmark). 
         [0012]    A different braking mechanism is used in modern carousels and rollercoasters. Here, the braking mechanism is moved away from the vehicle to the rail track. A so-called braking strut, located at the vehicle, engages brake pads of friction brakes, with the brake pads being placed at certain points of the carousel or roller coaster at the rail. When a vehicle and its brake strut passes such friction brakes, the strut engages between the brake pads of these friction brakes and is clamped here, when the brake is activated. The brakes are here regularly opened by pneumatic or hydraulic actuators against a preloaded spring force. 
         [0013]    Beginning in the mid-nineties, then the so-called eddy current brake has been used as a magnetic variant of such braking systems fastened at the rails. An example of such eddy current brakes for rollercoasters is shown in DE 20 2012 100 896 U1. 
         [0014]    Although, as shown above, the development of braking devices for carousels and rollercoasters has resulted in very powerful and effective brake devices, here it is however disadvantageous that the vehicles cannot be braked and stopped at any desired points of the route course but only in those sections and/or blocks at which such brake devices are actually fastened at the rail. 
         [0015]    A return to a brake mechanism fastened at the vehicles of such amusement park devices was prohibitive though, since the rail-guided route course of rollercoasters frequently shows extremely tight curves and additionally unevenness and tolerances occur over the route course, so that conventional brake devices located at the vehicle cannot be used. 
         [0016]    This is the foundation for the present invention. 
       BRIEF SUMMARY OF THE INVENTION 
       [0017]    In a preferred embodiment, an amusement park device comprising a rail-guided route course as well as at least one vehicle guided on the rail ( 10 ), comprising a brake device ( 20 ) with one, preferably two, brake pad(s) ( 40 ,  50 ) fastened at a brake pad carrier ( 30 ) for braking and/or clamping tightly the vehicle at a point of the rail-guided route course in case of a braking situation, characterized in that the brake device ( 20 ) comprises a brake carrier ( 22 ), which is arranged fixed at the vehicle, and pivoting means are provided by which the brake pad carrier ( 30 ) and/or at least two brake pads ( 40 ,  50 ) are pivotal in reference to a fixed brake carrier ( 22 ). 
         [0018]    In another preferred embodiment, an amusement park device as described herein, characterized in that the brake pad carrier ( 30 ) is arranged in a pivotal fashion parallel in reference to the rail ( 10 ) on the rail-guided route course. 
         [0019]    In another preferred embodiment, an amusement park device as described herein, characterized in that the brake pad carrier ( 30 ) is pivotal by at least approximately +/−5° to +/−15° and in the direction of motion of the vehicle on the rail-guided route course and opposite thereto. 
         [0020]    In another preferred embodiment, an amusement park device as described herein, characterized in that a pivotal pin ( 24 ) is connected fixed to the brake carrier ( 22 ), that the swivel pin ( 24 ) comprises a cylindrical exterior contour ( 25 ) with a flange ( 27 ), circumferential and projecting therefrom, and that the brake pad carrier ( 30 ) annularly encompasses the circumferential flange ( 27 ) and is rotationally supported via a slip ring ( 29 ) at the cylindrical exterior contour ( 25 ) of the swivel pin ( 24 ). 
         [0021]    In another preferred embodiment, an amusement park device as described herein, characterized in that the brake carrier ( 22 ) comprises a first stop ( 22   a ) and a second stop ( 22   b ), at which a stop pin ( 32 ) of the brake pad carrier ( 30 ) contacts according to a predetermined maximum pivotal angle (W 1   max ). 
         [0022]    In another preferred embodiment, an amusement park device as described herein, characterized in that a buffer element ( 70 ) is arranged respectively between the stop pin ( 32 ) of the brake pad carrier ( 30 ) and the first stop ( 22   a ) on the one side and the second stop ( 22   b ) of the brake carrier ( 30 ) at the other side. 
         [0023]    In another preferred embodiment, an amusement park device as described herein, characterized in that the brake pad carrier ( 30 ) comprises a first bake caliper part ( 34 ) for fastening the first brake pad ( 40 ) and a second brake caliper part ( 36 ) for fastening the second brake pad ( 50 ), with the first brake caliper part ( 34 ) and the second brake caliper part ( 36 ) respectively being supported floating in a brake caliper console ( 38 ). 
         [0024]    In another preferred embodiment, an amusement park device as described herein, characterized in that both by the first brake caliper part ( 34 ) as well as the second brake caliper part ( 36 ) each spring-loaded pins ( 80 ,  82 ) are provided for the floating support, with the pins ( 80 ,  82 ) being held at the brake caliper console ( 38 ). 
         [0025]    In another preferred embodiment, an amusement park device as described herein, characterized in that both the first brake caliper part ( 34 ) as well as the second brake caliper part ( 36 ) each show a fastening element ( 42 ,  52 ) at which the first and second brake pad ( 40 ,  50 ) are respectively fastened, with each fastening element ( 42 ,  52 ) comprising on a main area facing away from the respective brake pad ( 40 ,  50 ) an arched exterior contour, which corresponds in a form-fitting fashion to a second fastening element ( 44 ,  54 ) fixed at the respective brake caliper part such that the respective brake pad ( 40 ,  50 ) is supported in a pivotal fashion. 
         [0026]    In another preferred embodiment, an amusement park device as described herein, characterized in that each of the two brake pads ( 40 ,  50 ) is pivotal perpendicular in reference to the direction of travel of the vehicle at an angle from approx. +/−1° to approx. +/−5°. 
         [0027]    In another preferred embodiment, an amusement park device as described herein, characterized in that the two brake pads ( 40 ,  50 ) in the idle state of the brake device ( 20 ) and thus when the brake device ( 20 ) is open show a distance from &gt;20 mm, preferably &lt;30 mm in reference to each other. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0028]      FIG. 1  is a line drawing evidencing a perspective view of a brake device, and how this may be fastened at rail-guided vehicles in amusement park devices, 
           [0029]      FIG. 2  is a line drawing evidencing a front view of the brake device of  FIG. 1  with a view of the clamping side of the brake pads. 
           [0030]      FIG. 3  is a line drawing evidencing a cross-section along the line A-A of  FIG. 2 . 
           [0031]      FIG. 4  is a line drawing evidencing a brake device of  FIGS. 1 to 3 , again with a view of the front side (clamping side), however in the pivoted state of the brake pad carrier. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0032]    The present invention has the purpose to provide an amusement park device of the type mentioned at the outset in which a powerful and effective brake device is fastened at the vehicle itself such that the vehicles can be braked and stopped at any desired point of the rail-guided route course. 
         [0033]    This objective is attained in an amusement park device showing the features of claim  1 . 
         [0034]    Further developments of the invention are the objective of the dependent claims. 
         [0035]    The amusement park device according to the present invention therefore shows essentially a vehicle guided at a rail, which itself is equipped with a braking device, namely at least one, preferably two brake pads fastened at a brake pad carrier for braking and/or clamping tight the vehicle at a point of the rail-guided route course in the event of braking. Here, the brake device comprises a brake carrier, which is arranged fixed at the vehicle itself 
         [0036]    Additionally the brake device comprises pivoting means, by which the brake pad carrier and/or at least two brake pads can be pivoted in reference to a fixed brake carrier and thus can be pivoted in reference to the vehicle. 
         [0037]    By providing such a pivoting means it is easily made possible that the brake device can compensate even tight curves in rollercoasters as well as unevenness and tolerances in the rail-guided route course. 
         [0038]    In one embodiment the pivoting means are embodied such that the brake pad carrier is pivotal parallel in reference to the rail over the rail-guided route course. Here, parallel in reference to the rail indicates that the brake pad carrier can be pivoted both about a predetermined angle in the direction of travel of the vehicle towards the front, but also towards the back. 
         [0039]    Here it has proven beneficial that the brake pad carrier is pivotal about at least from +/−5° to +/−15° in the direction of travel of the vehicle and opposite thereto on the rail-guided route course. 
         [0040]    In one embodiment of the invention a swivel pin is provided for pivoting the brake pad carrier, which is connected being fixed on or at the brake carrier, also connected being fixed to the vehicle. For this purpose the swivel pin comprises a cylindrical exterior contour with a circumferential and projecting flange. The brake pad carrier annularly encompasses here the circumferential flange and is rotationally supported via a slip ring at the cylindrical exterior contour of the swivel pin. 
         [0041]    In order to limit the pivoting motion of the brake pad carrier in the direction of travel towards the front and the back, in a further development of the invention a first stop and a second stop are provided at the brake carrier, abutted by a stop pin of the brake pad carrier according to the predetermined, maximum pivoting angle. 
         [0042]    Between the above-mentioned first stop and the second stop on the one side and the stop in on the other side, particularly for the purpose of noise reduction, suitable buffer elements may be provided, for example rubber buffers. 
         [0043]    Another preferred embodiment of the invention provides that the brake pad carrier comprises a first brake caliper for fastening the first brake pad and a second brake caliper for fastening the second brake pad. In order to compensate height tolerances, it is here beneficial to support the first brake caliper and the second brake caliper each in a brake caliper console in a floating fashion. 
         [0044]    Such a floating support can also be realized for example in that both at the first brake caliper and the second brake caliper respectively spring-loaded pins are provided as guides, with these pins being held at the brake caliper console. 
         [0045]    In one embodiment of the invention both the first brake caliper as well as the second brake caliper are respectively provided with a gliding element or holding element at which the first and second brake pad are each fastened. Each of these parts, hereinafter called fastening element, comprises an arched exterior contour at its main area facing away from the respective brake pad, which corresponds in a form-fitting fashion to a second gliding element or fastening element fixed at the respective brake caliper, for example by way of screws, such that the respective brake pad is supported in a pivoting fashion. 
         [0046]    The above-mentioned arched exterior contour is here preferably selected such that the brake pads each pivot towards the right and the left perpendicularly in reference to the rail extension and thus also perpendicular to the direction of travel of the vehicle, thus they can glide. Practical tests have shown that here the two brake pads shall be pivotal perpendicular in reference to the travel direction of the vehicle at an angle from approximately +/−1° to approximately +/−5° in order to ensure optimal adjustment of the brake pads to unevenness of the rail route course. 
         [0047]    With the present invention it is possible that the two brake pads in the idle state of the brake device and thus when the brake device is open show a distance from each other amounting to &gt;10 mm, preferably even &gt;approx. 30 mm. In conventional brake devices with brake pads these distances are considerably lower, namely usually measuring less than 10 mm. 
         [0048]    In order to adjust the brake pads, that means moving the brake pads towards each other, in principle arbitrary adjustment devices may be provided. However, it is advantageous in the device according to the invention to fix one of the two brake pads, except for the above-mentioned pivoting by a few degrees, axially stationary on the brake pad carrier and only adjust the opposite brake pad with a suitable adjustment device. In principle, various adjustment devices may be used as adjusting means. However, hydraulic, pneumatic, or electromagnetic adjustment units are particularly beneficial. 
         [0049]    The present invention is explained in greater detail based on several figures in conjunction with a concrete exemplary embodiment of a brake device. 
       DETAILED DESCRIPTION OF THE FIGURES 
       [0050]      FIGS. 1 to 3  show a brake unit used in rail-guided vehicles in amusement park devices, particularly rollercoasters or the like. Here, the brake device is characterized in two particular features, which are explained in detail in the following. A particular feature comprises that the brake device shows pivoting means, in order to optimally adjust the brake pads inserted here to the rail-guided route course, which may also show tolerances and unevenness. The second particular feature comprises that the brake pads in the idle state of the brake device are distanced relatively far from each other so that even in case of imprecisions and tolerances in the route course of the rail undesired friction loss is prevented, caused by brake pads unintentionally contacting the rail and grinding thereat. 
         [0051]    The brake device in  FIGS. 1 to 3  comprises a plate-shaped brake carrier  22 , which ends at its bottom end, seen in a cross-section, in a T-shaped fashion and here comprises bore holes  23 . These bore holes  23  in the brake carrier  22  serve for fastening the brake carrier  22  at the vehicle, for example via screws. The brake carrier  22  is therefore connected fixed to the vehicle, which is guided at the rail in amusement park devices, such as rollercoasters. At the end of the brake carrier  22  opposite the bore holes  23 , i.e. respectively at the top in the illustrations shown in  FIGS. 1 to 3 , the brake carrier  22  ends with two projections or stops  22   a  and  22   b , distanced from each other. A buffer element  70 , explained in the following, is located at each of these projections  22   a ,  22   b  such that the buffer element  70  allocated to the stop  22   a  points in the direction of the opposite stop element  22   b  with the here located buffer element  70 . 
         [0052]    A disk-shaped recess is implemented in the main area of the brake carrier  22 , located at the right in  FIG. 3 , with a swivel pin  24  engaging it in a form-fitting fashion. This swivel pin  24  is screwed fixed via screws  26  at the brake carrier  22  and thus in the finally assembled state connected fixed to the brake carrier  22 . The swivel pin  24  comprises a cylindrical exterior contour  25 , which clearly projects beyond the main area of the brake carrier  22  shown at the right in  FIG. 3 , and which ends with a flange  27  projecting annularly at the exterior perimeter. A slip ring  29  is located on the cylindrical exterior contour  25  of the swivel pin  24  between the annular flange  27  of the swivel pin  24  and the brake carrier  22 . 
         [0053]    The brake device  20  further shows a brake pad carrier  30 , which is pivotal about this pivotal pin  26 . For this purpose, the brake pad carrier  30 , at which two brake pads  40 ,  50  are fastened in a manner to be explained, is provided with brake caliper console  38 , which in the cross-section of  FIG. 3  is embodied in a C-shaped fashion, and, with its central part, showing an opening, engages the flange  27  of the swivel pin  24 , and here rests on the slip ring  29 . Consequently by this embodiment the brake caliper console  38  can rotate about the swivel pin  24 . In order to limit the pivoting angle of the brake caliper console  38 , the brake caliper console  38  comprises a stop pin  32  at its upper end, which engages between the two above-mentioned buffer elements  70 . The maximum pivoting angle W 1   max  of the brake caliper console  38  and thus the brake pad carrier  30  is predetermined by the distance of the two stops  22   a  and  22   b  of the brake carrier  22 , on the one side, and the width of the stop pin  32 , on the other side, as well as through the dimensions of buffer elements  70 . 
         [0054]    As particularly clearly discernible in the perspective illustrations of  FIG. 1  and the cross-sections of  FIG. 3  the brake caliper console  38  shows two upper arms  38   a , extending from the brake caliper  22  towards the right (see the cross-section of  FIG. 3 ) and extending via two lower arms  38   b , also away from the brake carrier  22 . 
         [0055]    A brake caliper in the form of an upper first brake caliper part  34  and a lower second brake caliper part  36  is placed between these upper arms  38   a  and the lower arms  38   b  of the brake caliper console  38 . 
         [0056]    The two brake caliper parts  34 ,  36  are guided via two pins  80 , with the pins  80  being connected fixed at the above-mentioned upper arms  38   a  and the lower arms  38   b  of the brake caliper console  38 , for example via suitable screws. Springs  81  for example helical springs, are guided about a total of two pins  80 . The two brake caliper parts  34 ,  36 , embodied at least approximately in an L-shaped fashion, are fixed in their position in a floating fashion by the springs  81 . The contact areas of the brake caliper parts  34 ,  36  are marked with the reference characters  34   a ,  36   a.    
         [0057]    The pressure springs  81  respectively guided about the pins  80  overall ensure the floating support of the two brake caliper parts  34 ,  36 . This means, that in case the two brake caliper parts  34 ,  36  are stressed they can jointly deflect upwards or downwards such that an axial motion of the two brake caliper parts  34 ,  36  is possible. 
         [0058]    The first brake caliper part  34 , which in the exemplary embodiment shown is the upper brake caliper part  34 , fastens the first brake pad  40 , embodied in a plate-shaped fashion, in a cup-shaped recess at the end of the first brake pad  40  shown at the right in  FIG. 3 . For this purpose the first brake pad  40  is connected to a first fastening element  42 , for example via suitable screws (not shown). This first fastening element  42  shows an arched exterior contour on its upper side facing away from the brake pad  40 , as particularly clearly discernible in  FIG. 3 . This arched exterior contour of the first fastening element  42  corresponds to a respective arching at a second fastening element  44 . This second fastening element  44  is screwed fixed via screws  45  to the first brake caliper part  34 . 
         [0059]    The first fastening element  42  is connected to the second fastening element  44  via laterally inserted screws  43  such that a tipping motion of the first fastening element  42  is possible in reference to the second fastening element  44  about an angle W 2 , as indicated in  FIG. 3 . This angle W 2  can be selected from +/−1° to approx. +/−5°, allowing the first brake pad  40  to laterally pivot back and forth about the above-mentioned angle. 
         [0060]    The second brake caliper  36  also shows a cup-shaped recess, which however is embodied deeper than the recess in the first brake caliper part  34 . The second brake pad  50  projects with its friction coating out of this recess of the second brake caliper part  36 , fastened via a first, cup-shaped fastening element  52  at a second fastening element  54 . The first fastening element  52  in turn comprises a hollow-walled, arched exterior contour, which corresponds to an appropriately arched exterior contour of the second fastening element  54  such that the second brake pad  50  can be pivoted about an angle W 3 , as indicated in  FIG. 3 . This angle W 3  can also be selected from +/−1° to +/−5°, for example. The first fastening element  52  and the second fastening element  54  are in turn connected to each other via screws (not shown) such that pivoting the second brake pad  50  is possible about the angle W 3 . 
         [0061]    Unlike the fastening of the first brake pad  40  at the first brake caliper part  34 , the second brake pad  50  can be moved axially upwards and downwards via an adjustment unit  90 , in the present case a hydraulic adjustment unit. For this purpose, the adjustment unit  90  comprises an internal piston  91 , which is mechanically coupled to the second fastening element  54 . 
         [0062]    When the piston  91  is lifted via a pressure means supplied to the connection  92 , this results in that the second fastening element  54  also being lifted and the first fastening element  52  entrains the second brake pad  50 . The second brake pad  50  can therefore be moved in the direction of the first brake pad  40 . 
         [0063]    In order to brake a vehicle equipped with this above-explained brake device  20 , the adjustment unit  90  in  FIG. 3  must be moved upwards such that it can clamp at a rail part of a rail  10  of a rollercoaster or the like. For this purpose, the rail  10  can here show a brake train  11  immersing between the brake pads  40 ,  50 . When this brake train  11  is slightly tilted or the vehicle is inclined, for example in reference to this brake train  11 , advantageously the two brake pads  40 ,  50  may perform a slight tipping motion according to the pivoting angle W 2 , W 3  such that further an optimal clamping and thus an optimal braking of the vehicle are ensured. 
         [0064]    As clearly discernible from  FIGS. 1 to 3 , in the idle state of the brake device the two brake pads  40 ,  50  are in a relatively widely opened state. The two brake pads  40 ,  50  may for example be distanced from each other from 10 mm to 30 mm. This is very advantageous in that the vehicle in the unbraked state can bridge wider unevenness of the rail  10  without here one of the brake pads  40 ,  50  grinding at the brake train  11  of the rail  10 . 
         [0065]    Based on the design of the brake device  20  shown with the above-mentioned pivotal pin  24  and the brake caliper console  38  arranged pivotally about the swivel pin  24 , in addition to pivoting the individual brake pads  40 ,  50  also the pivoting of the entire brake pad carrier  30  is possible about the swivel pin  24 . 
         [0066]    The pivoting is limited however due to the design of the stop pin  32 , the buffer  70 , and the stops  22   a  and  22   b  of the brake carrier  22 , for example to +/−10°. In  FIG. 2  the brake device  20  is shown with unpivoted brake pad carriers  30 . 
         [0067]      FIG. 4  shows the brake device  20  with a view to the clamping side and thus from the front, with here the pivoting angle W 1  being pivoted towards the right. Simultaneously  FIG. 4  shows the brake device  20  in the braking state, thus when the brake pads  40 ,  50  are moved towards each other. 
         [0068]    Although in the exemplary embodiment it was always stated that the brake device shows two brake pads  40 ,  50 , the scope of the invention also includes use of only a single brake pad, which for the purpose of braking is pressed against a brake train  11  of the rail  10 . 
       LIST OF REFERENCE NUMBERS 
       [0000]    
       
           10  Rail 
           11  Brake train 
           20  Brake device 
           22  Brake carrier 
           22   a  First stop 
           22   b  Second stop 
           23  Bore holes 
           24  Pivotal pin 
           25  Cylindrical exterior contour 
           26  Screws 
           27  Flange 
           29  Slip ring 
           30  Brake pad carrier 
           32  Stop pin 
           34  First brake caliper part 
           34   a  Stop area 
           34   b  Stop area 
           36  Second brake caliper part 
           38  Brake caliper console 
           38   a  Upper arms of  38   
           38   b  Lower arms of  38   
           40  First brake pad 
           42  First fastening element 
           43  Screw 
           44  Second fastening element 
           45  Screw 
           50  Second brake pad 
           52  First fastening element 
           54  Second fastening element 
           70  Buffer element 
           80  Pin 
           81  Spring 
           90  Adjustment unit 
           91  Piston 
           92  Connection 
         W 1  Pivoting angle 
         W 2  Pivoting angle 
         W 3  Pivoting angle 
         W 1   max  maximum pivoting angle W 1   
         A-A Cross-section 
       
     
         [0109]    The references recited herein are incorporated herein in their entirety, particularly as they relate to teaching the level of ordinary skill in this art and for any disclosure necessary for the commoner understanding of the subject matter of the claimed invention. It will be clear to a person of ordinary skill in the art that the above embodiments may be altered or that insubstantial changes may be made without departing from the scope of the invention. Accordingly, the scope of the invention is determined by the scope of the following claims and their equitable equivalents.