EP1593415B1 - Amusement ride and method for operating the same - Google Patents

Abstract

The switch back ride has a first rising section (3) and second falling section (4) connected together at their upper ends whereby the vehicle (1) can move along the side of the sections facing the inside of the loop. A device such as an arrester brake (5) for engaging on the vehicle is mounted in at least the first rising section. At the transition from the first to the second railed section the vehicle is located in an upside down position. Independent claim describes method for operating ride whereby the vehicle is transported from the starting point in the lower region of the railed section, the vehicle is released from the transport device and then moves down under gravity whereby the arrester brake engages on the vehicle when the vehicle is located within the vicinity of same.

Description

The invention relates to a ride, in particular for amusement parks, folk festivals and the like according to the preamble of claim 1 and the preamble of claim 22.

In amusement parks, folk festivals, fairs etc. rides have long been one of the main attractions. Due to the competition between the individual rides and the increasing demands of passengers, innovations are constantly being introduced to attract as many passengers as possible and attract the attention of potential customers. Both the appearance of the ride and the driving effects are important.

To this end, routes are offered with more and more elements and in ever more complicated designs to increase the tension and the thrill of the passenger. The passenger should be given the opportunity to experience a driving effect as extensively and consciously. The tracks are getting higher and higher and the rail length increases. Frequently, the potential energy must be destroyed by braking. This results in higher costs in construction and operation of the system.

This increases both the effort required to set up, the space required and the complexity of operating the ride. In particular, if the available space or the construction time is limited, it is therefore often not possible to provide railways that meet the expectations of passengers in terms of tension and driving pleasure.

In particular, at longer distances to ensure a necessary utilization, usually several vehicles traveling simultaneously. In addition to the already described need for ever more complex routing, there is therefore the need for expensive safety equipment, e.g. Anti-rollback devices in the lifts, which operate in the event of engine brake failure, chain breakage or the like, to prevent people being endangered, block brakes, more complicated controls, etc. This means a further significant economic effort as a result.

Also known are the so-called shuttle trains, in which a rail section is traversed several times. In such rides, eg in a "half pipe", the vehicles oscillate on a rail back and forth, see eg US-B-6348004 , The drives of these tracks can be of different types. In one version, the vehicle is towed up and released from a highest position. In another version, the vehicle is slowly rocked by a drive in the station area. The vehicle could also be shot down from the station by a launch system. These systems require their own braking and positioning device to decelerate and position the vehicle at the station. The drive is usually also used for braking, usually in several oscillations. However, such tracks are often lacking in attractiveness because the same process repeats itself again and again without variety.

Based on this, it is the object of the invention to provide a ride and a method for its operation, with which exciting driving effects can be generated, without having to spend much effort on the device and its operation. In addition, the ride should offer an attractive visual appearance.

This object is achieved by a ride according to claim 1 or by a method for operating a ride according to claim 22.

The ride, in particular for amusement parks, folk festivals and the like, has at least one rail-bound vehicle and a guide track for the vehicle with a track section, which preferably forms in its lateral projection substantially a loop. Loop here means any arrangement of the guide elements of the track, which represents a closed path in its lateral or an oblique projection or view. This can be a circular path, but it can also be realized a significantly different course. In addition, the ride can be equipped either with a vertical driveway and accordingly with a lift or with a sloping driveway and an inclined lift. The track section includes a first rising section and a second sloping section. The upper ends of the sections are connected together. The vehicle is preferably movable along the side of the sections facing the inside of the loop. As a rule, this creates a path like a loop. At least in the first rising section, a device for engaging the vehicle for the vehicle will be arranged according to the invention. The device for engaging the vehicle may be any brake, hereinafter referred to as a safety brake, or a coupling device, which in turn may be at least functionally connected to a transport device. In any case, the device according to the invention must attack a vehicle. This attacking should be understood in the sense of "influence", so that not necessarily a physical contact must be made; For example, an eddy current brake can also be understood as a device in the sense of this invention.

After a first revolution or after several oscillations, the vehicle can be coupled to a transport device provided therefor, eg to a lift or elevator, in particular to a chain or a transport carriage. The device for attacking To the vehicle may be any coupling device, for example as part of a transport device.

An advantage of the ride is the spatially very compact arrangement on a small footprint, whereby a great attractiveness for the occupants of the vehicle and the audience is maintained. The arrangement is inexpensive to produce and installable. The arrangement allows, for example, a lift exit overhead, i. the passengers' heads are directed downwards in the exit from the first to the second section after braking. Due to the design of the ride, multiple passes through a particular section can be made varied, such. by a slow ride on a lift to the chain of the vehicle is coupled, from the area of the device to attack the vehicle, by the exit in the second section of the lift upside down, by downhills and driveways, by reversing and back commuting, by again forwards commuting to the means for engaging the vehicle, by re-up driving with a start at high altitude and by repeating such a cycle. The number of reciprocating operations can be freely selected. By "getting stuck", as a vehicle occupant must feel at high altitude when "catching" the vehicle through the means for engaging the vehicle and through the waiting phase until the lift attaches and carries on, creates an additional thrill. Alternatively, after being held by the device at high acceleration, the vehicle may be transported downhill before going up again, and vice versa. Likewise, additional thrills arise because at least one reversal point can be at least partially in overhead position when swinging back and forth and the vehicle can be decelerated and accelerated relatively slowly at the reversal point.

It has already been mentioned that the space requirement for the ride according to the invention is very low. Due to the compact design, a cost-optimized optimum for the steel construction can be achieved. The route also has a closed appearance, which makes it visually attractive.

In addition, when only one vehicle is in circulation, no collision between vehicles can occur, and thus no block system is necessary in this embodiment.

The track section in which the means for engaging the vehicle is arranged may be arranged substantially in a vertical plane.

The vehicle is preferably in a headstand position at the transition from the first section to the second section.

In particular, the lower end of the first section and the lower end of the second section may be connected to each other so that the entire route section forms a closed path. Here are a variety, not only circular closed-loop paths possible. The technical and thus the financial burden can be additionally reduced in this embodiment that the entrance to the elevator, the station and other associated facilities are designed so that the route can be traversed forward and backward without security problems. Thus, safety devices of other roller coasters are not needed, such as e.g. a return valve in the lift, which is effective there in case of engine brake failure, chain breakage or the like. The same applies to the safety-related consideration of all other installations, such. the device for engaging the vehicle. Especially in this embodiment, no built-in part has a safety function, since a "crash" of the vehicle is planned and thus a risk to persons can not occur.

The guide track may have a connecting portion between the first and the second portion, which is wound so that the vehicle when passing through the connecting portion is laterally rotated in a plane substantially perpendicular to the direction of travel. Another important aspect with regard to economic efficiency and benefits of the invention is the simple expandability of the system. To increase the attractiveness of driving figures can be integrated into the trajectory, just like a screw movement that performs the vehicle without changing the basic concept with its properties. The connecting section can in particular be so wound that the vehicle, when passing through the section, performs a helical movement, in particular by a total of approximately 360 °.

A ride with alternative routing, but the same basic components, with at least one rail-bound vehicle and a guide track for the vehicle with a track section comprising a first rising portion and a second sloping portion, wherein the first and second portions arranged substantially parallel and by a arcuate portion are interconnected, has at least one means for engaging the vehicle, which is arranged in the first rising portion.

The means for engaging the vehicle is arranged in particular in a region in the rising portion in which the vehicle is moving at low speed or is in a rest position. The means for engaging the vehicle is preferably arranged in a region of the first section, in which or above which the vehicle comes to a standstill by an upward movement by the force acting on the vehicle gravity.

The device is preferably arranged for engaging the vehicle in the rising section in an area which is provided for the vehicle to carry out a change of direction in or just above the area.

The means for engaging the vehicle may be disposed in a portion of the first portion having substantially no curvature. This allows the lowest possible technical effort. However, it can also be arranged in a curved section.

This area can extend substantially vertically upwards.

The ride may additionally comprise a conveyor, wherein the means for engaging the vehicle is arranged in the region of this conveyor or at least functionally connected to this conveyor.

In particular, the device for engaging the vehicle is designed such that it exerts a high or low braking effect on the vehicle when the vehicle is turned upwards, but has little or no braking effect on the vehicle when the vehicle is moving upwards, unless the braking effect is during the upward movement should be used as a special driving effect. Then you would have to alternatively use a brake with high braking effect in an upward journey.

In the lower part of the section is usually arranged a station.

The station can advantageously be arranged in a rail area which has a predetermined course of the driving dynamics route. This means that no special adjustment of the route in the area of the station must be made. This affects both the curvature of the rails and their direction. The size of the system can be kept as low as possible in this way. In addition, the comfort for the passengers is increased, since the curvature and the course of the track would have to be changed in an adaptation of the route to the requirements of the station in areas of high centrifugal force contrary to its "natural" course. This would lead to jerky and unexpected movements to which the occupants would be exposed.

The lower end of the first section and the lower end of the second section may be laterally offset from each other and the track section may be integrated within a guide track with further track elements. The basic version of the driving business according to the invention can be easily expanded by separating the route at the station and adding a further routing with additional driving figures. All other devices (control, vehicle tampering, etc.) remain the same in the basic version. It also becomes clear from this embodiment that the basic version of the driving business according to the invention can be expanded. Alternatively, the rail track is separated at the station. Other driving figures can then be added. The route or the travel time can be increased so that it makes sense to add a block system and a brake in front of the station, otherwise a significant reduction in capacity due to the extended travel time is expected. However, with the block system, multiple vehicles or trains can now operate on the train at the same time. Thus, with this extension, a significant increase in capacity, eg more than a doubling, can be achieved.

The device for engaging the vehicle may be, for example, a coupling device. This can be a carrier connected to a means of transport or a chain hook which, actuated by a switchable link which is attached to the route, couples the vehicle to the chain.

The coupling device is preferably at least functionally connected to a transport device, which can transport the vehicle after coupling to the vehicle to the starting point or to a train station.

The means for engaging the vehicle may be a safety brake. Any type of brake that can be used in rides can be used. However, because the brake is primarily used to hold the vehicles and, more rarely, to slow them down, it has been referred to as a means of engaging the vehicle. By their use to hold the brake is subject to almost no brake pad wear, since the vehicle is already braked and must be held only against gravity. The brake is also insensitive to variations in the speed of entry of the vehicle into the region of the brake resulting from natural changes in the driving resistance.

The device for engaging the vehicle in a rest position may in particular also be a safety brake.

The safety brake can also be designed as a self-locking brake during a downward movement of the vehicle. With this type of brake, no or very little external energy or force has to be applied to the brake in order to generate braking force. The brake can also be designed so that the opening mechanism of the brake is already activated, as long as the vehicle is still held by the brake, the brake but still does not open, as long as the vehicle weight on it loads. Only when the brake, for example by lifting the vehicle by means of the lift, relieved, it opens. This opening movement of the brake can also be used as a signal that the coupling of the lift to the vehicle has been successful.

In particular, the safety brake will be designed so that it is actuated only when it is supplied with energy. This means that the brake is open in the de-energized state. Thus, it is ensured that in a fault, the vehicle is not blocked at high altitude.

The safety brake can also be designed so that it only opens after removal of the actuating force or energy when it is relieved.

Another advantage of the invention lies in the very short braking length, which must have the safety brake. Deceleration is for the most part already done prior to entry into the device for holding under the influence of gravity, so that when entering the device may only be braked over a short distance to a stop of the vehicle. The same applies when using a coupling device instead of a safety brake. This does not have to be braked before the coupling process. The coupling can take place, without a brake, at a relatively low speed or with a small difference in speed between the vehicle and the means of transport or coupling device.

The inventive method for operating a ride with at least one rail-bound vehicle and a guide track for the vehicle having a track section with a first rising portion and a second sloping portion whose upper ends are interconnected, wherein the rising portion means for engaging the vehicle is arranged, comprises the steps: transporting the vehicle from a starting point in the lower region of the route section by means of a transport device upwards; Releasing the vehicle from the Transport means; Downward movement of the vehicle under the influence of gravity; and actuating the device to engage the vehicle when the vehicle is in the area of the device.

In general, the transporting of the vehicle will be carried upwards in a vertically arranged driveway within the track section, ie by means of a chain lift. Instead, however, for example, an inclined elevator may be provided on an inclined driveway. A vehicle, which can also consist of several coupled vehicles or cars, so is usually transported up from the station at a low point of the route by means of the lift and travels by the influence of gravity, the train. The vehicle passes the station. As a result of the occurring driving resistances, the vehicle usually no longer reaches the highest route point and shuttles back. This oscillation process can be repeated as often as desired. However, deceleration to the stoppage of the vehicle at its starting point neither enhances the driving pleasure sustainably, nor is it desirable in terms of the achievable passenger capacity due to the long deceleration phase. Therefore, on the lift side, approximately at the level of the first and / or the second and / or further turning points, a device is arranged for engaging the vehicle, which is actuated, either automatically or manually, to the vehicle, which is approximately in the range of Reversal point is to interact. The attacking of the vehicle may, for example, consist in a holding by actuation of a safety brake, or in a coupling by actuation of a coupling device. A significant advantage of the method is that despite the spatially very compact arrangement on a small footprint a high appeal for the passengers and an attractive overall appearance of the ride is achieved.

The device for engaging the vehicle is actuated, in particular, when the vehicle is moving in the region of the device for engaging the vehicle at low speed or is in a rest position. The coupling device thus couples the vehicle to the chain of the transport device approximately at the moment of reversal of the direction of movement of the vehicle, or while the chain is running at the point in time at which the chain speed and vehicle speed are approximately equal, via a driver, via a movable chain hook or the like , A catch brake Holds the vehicle when it is at low speed or at rest. Here too, an additional coupling process to a transport device can take place as a result. Accordingly, the vehicle is coupled to a transport device, eg to a lift or elevator, in particular to a chain or a transport carriage, after a first circulation or after several oscillations.

The vehicle is braked to the low speed or in the rest position in the rising portion in particular substantially by the action of gravity.

The device for engaging the vehicle preferably acts on the vehicle approximately in a direction change of the vehicle in the rising portion. The device for engaging the vehicle is preferably then actuated, be it automatically or manually, when the vehicle in the region of the device for attacking the vehicle, braked by gravity, comes to a standstill, or the point of the direction change already above has passed the device, and now at low speed down to the area in which the device is located, moves. Another advantage of this method is that the device is subject to almost no brake pad wear, since the vehicle is practically not braked, but only has to be held against gravity or is coupled at low speed of the vehicle or at the same speed between the vehicle and coupling device. The device is also largely insensitive to variations in the entry speed of the vehicle, resulting from natural changes in the driving resistance. in the area in which the device is arranged to engage the vehicle.

The device for engaging the vehicle, in particular, regardless of whether it was actuated, exerts no or only a very small braking force on the vehicle during an upward movement of the vehicle. Thus, the device, in particular sine brake, can be very easily controlled without time-critical or control-technically complex processes. Alternatively, however, if desired on the basis of an intended driving situation, the device may also be designed to travel upwards exerts large braking forces on the vehicle when driving uphill, resulting in a special driving experience.

The vehicle will not make any or very little downward movement after operating the device to engage the vehicle.

The vehicle for engaging the vehicle usually shuttles back and forth at least once upon release from the conveyor under the influence of gravity between the first section and the second section. However, as already explained, the pendulum movement is interrupted by the device for engaging the vehicle in due course in order to maintain the driving pleasure or to transport the vehicle to another route point.

After releasing the vehicle from the transport device, in addition to the force of gravity, drives and / or brakes can act on the vehicle in order to accelerate or decelerate it.

The means for engaging the vehicle is preferably activated to act at the next stop or at the next downward movement of the vehicle in the area in which the device is arranged. This means that the device can be activated as soon as the vehicle has left the area of action of the device at the bottom. The operation of the device or its effect then sets in at the time at which the vehicle passes through the area from top to bottom for the next time or comes to a standstill there.

The vehicle is usually transported after the operation of the device down to the starting point or to a train station. The transport device, either the already mentioned or another transport device, connects to the vehicle during or after the action of the device and transports it back to the station. The device in the form of a coupling device may be at least functionally connected to a transport device which brings the vehicle back to the station. An advantage is that it can be dispensed with a station brake. The in a high altitude Waypoint existing potential energy of the vehicle is reduced by the return transport through the transport device.

Alternatively, after the device has been operated upwards, the vehicle can be further transported by a transport device at least until the vehicle enters the second section or a connecting section between the upper end of the first section and the upper end of the second section. A transport device, possibly the lift or inclined lift already described for transporting the vehicle, re-connects to the vehicle during or after the action of the device and transports it further upwards, then to a slow lift exit into the second section or into the connecting section to enable. In the presence of a coupling device, this can be at least functionally connected to a conveyor, which ensures immediate transport. By approaching the "overhang" an increased thrill and by the relatively slow passage through the highest railway area an attractive view down to the station is reached, affecting the vehicle occupants their body weight with an acceleration of about 1g down.

The vehicle is in the transition region between the first portion and the second portion or in the connecting portion in a headstand position, in which the heads of the occupants of the vehicle facing down, be aligned. This additional measure further increases the tension and the experience of the passengers. As alternative exits, however, forward trips are also conceivable. Thus, a driving figure may consist of an access section, and a downwardly directed section connected therewith via a curve, which may also be arranged essentially in an oblique or vertical plane. The method should not be limited to special routes.

In addition, the vehicle can be tilted laterally when passing through the connecting portion.

The vehicle can perform a screw movement, in particular a lateral rotation by a total of approximately 360 °.

As a means for engaging the vehicle may be provided in particular a coupling device.

The coupling device can be coupled to the vehicle at, shortly before or shortly after a change of direction of the vehicle in the ascending section.

The coupling device is also preferably functionally connected to a transport device, which transports the vehicle after coupling to the vehicle to the starting point or to a train station. As a result, as already mentioned, a station brake can be dispensed with.

The coupling device will usually be at least functionally connected to a transport device, and couple the coupling device at a time to the vehicle, to which the speed of the transport device and the vehicle are approximately equal. A control of the operation of the device is not very expensive in this embodiment. At the moment of reversal of the direction of movement of the vehicle, or with the chain running at the time when the chain speed and vehicle speed are approximately equal, the coupling device thus couples the vehicle to the chain of the transport device via a driver, via a movable chain hook or the like.

As a means for engaging the vehicle may also be provided a catch brake.

In particular, the catch brake can only open after removal of the actuating force or energy, if it is relieved.

In addition, the catch brake can act self-locking after their activation during a downward movement of the vehicle.

Further features and advantages of the invention will become apparent from the following description of preferred embodiments.

Fig. 1

eine schematische Skizze einer Grundversion des erfindungsgemäßen Fahr- geschäfts in einer Seitenansicht,

Fig. 2

eine erste Abwandlung des erfindungsgemäßen Fahrgeschäfts,

Fig. 3

den Grundriss des Fahrgeschäfts,

Fig. 4

eine spezielle Ausführungsform des erfindungsgemäßen Fahrgeschäfts, und

Fig. 5

eine weitere Ausführungsform des erfindungsgemäßen Fahrgeschäfts.

Show it:

Fig. 1

1 a schematic sketch of a basic version of the driving business according to the invention in a side view,

Fig. 2

a first modification of the ride according to the invention,

Fig. 3

the floor plan of the ride,

Fig. 4

a special embodiment of the ride according to the invention, and

Fig. 5

a further embodiment of the ride according to the invention.

Fig. 1 illustrates the basic structure or a basic version of the ride according to the invention schematically. The new type of ride can be referred to as a kind of roller coaster. The ride offers at least a roller coaster like driving pleasure.

The ride has a guide 2, on which a rail vehicle 1 is located. As can be seen from the figure, the vehicle 1 may consist of several consecutively coupled cars. A first ascending route section 3 is bounded by a lower end point 3a and an upper end point 3b. A second sloping stretch 4 is bounded by an upper end 4a and a lower end 4b. The sections 3 and 4 can also be reversed or both can be referred to as ascending or descending. Both sections 3 and 4 are curved at least in a section towards the inside of the loop. The upper and lower end points 3a, 4a, 3b, 4b of the sections 3 and 4 are connected to one another, so that the overall result is a closed path or routing.

From the side view to FIG. 1 It can be seen that the distance 2 is a closed loop, which is designed substantially annular with slight balancing. The entire section 2 is arranged substantially in a vertical plane. However, it can also be arranged in an inclined or inclined plane. in principle Any routing is possible, which are suitable for the operation of the invention. The lateral projection of the route describes in the arrangement according to FIG. 1 Approximately a looping. The vehicle 1 moves along the inside of the loop facing side of the route 2, so it can exit the loop inside.

The first section 3, in addition to at least one section of positive curvature, i. with a curvature towards the inside of the loop, a non-curved, vertically upwardly extending portion. At this section, a brake 5, which can be referred to as a safety brake, or arranged a coupling device. Alternatively, a coupling device 5 may be provided which couples to the vehicle as soon as it drives past the device at a low speed or reverses in the region of the device 5, ie comes to a standstill. The brake or coupling device 5 fulfills an important task in the ride according to the invention. The safety brake or the coupling device 5 is arranged in a region of the first portion 3, in which the vehicle 1 comes to a standstill in operation at least during a passage through the force acting on the vehicle 1 gravity. It is also possible to arrange further safety brakes on the track sections 3 and / or 4 in the amount of further (possible) reversal points which hold the vehicle 1 in the corresponding position when the direction of travel changes.

In operation, the vehicle 1 starts about from a starting point, for example, the lower vertex 3a, 4b of the closed path 2. It is pulled in the sequence by a lift or inclined lift up. Alternative drive options would be, for example, a rocking of the vehicle 1 between the sections 3 and 4 or a "shooting up" of the vehicle 1 with a corresponding device ("launching"). At any rate, the vehicle gains potential energy at startup. At a certain point in the track sections 3 or 4, the vehicle 1 can be released. As a result, if no further influence is taken, it would slowly oscillate between the track sections 3 and 4 due to natural drag under the influence of gravity. However, this would be tiring in the long run, even if brakes and acceleration elements were to be attached to the track for influencing the Auspendelvorgangs.

According to the invention, therefore, a vehicle 1, when coming from the vertex 3a, 4b, for example, in section 3 performs an upward movement and approximately comes to a standstill in the region of the safety brake 5 or the coupling device, since here, under the influence of gravity, a reversal point in the direction of travel would be held by the safety brake 5 or the coupling device 5 would couple. Thus, the number of reciprocating processes as well as the time of beginning or continuation of a pendulum operation can be selected or influenced by the catch brake 5 or the coupling device.

The safety brake 5 or the coupling device for engaging the vehicle 1 is therefore actuated precisely in particular when the vehicle 1 is moving at low speed in the region of the brake 5 or the coupling device or comes to a standstill there. When using a coupling device can be coupled when the vehicle is almost or completely at rest or when the speeds of the vehicle and a provided funding, such. a chain, are about the same size. By "getting stuck" at high altitude when holding the vehicle 1 and the waiting phase until the lift docked and the vehicle 1 further transported, creates an additional thrill.

The brake or the coupling device is activated in particular when the vehicle is no longer intended to perform further oscillations.

The catch brake 5 or the coupling device can be designed differently to fulfill the task. In principle, the safety brake 5 may be a conventional brake, as used in rides. Preferably, however, it is designed such that it exerts a high or low braking effect when the vehicle 1 is reversed, but has little or no braking effect when the vehicle 1 moves upwards. After activation of the safety brake 5, the vehicle should carry out as little or no downward movement as possible. The catch brake 5 may be formed in a particularly advantageous embodiment as a self-locking during a downward movement of the vehicle 1 brake. For safety reasons, it is also advisable to design the brake 5 in such a way that that it is only activated when it is supplied with energy. Thereby we avoided that in case of a fault, the vehicle 1 is held in the area of the catch brake 5. A non-functioning of the brake 5 or coupling device, so a "non-capture" of the vehicle 1 in case of failure, would be unproblematic, since the system is indeed designed to reciprocate the vehicle 1 between the sections 3 and 4. An advantage of the safety brake 5 is that it is subject to almost no brake pad wear. In addition, it is also largely insensitive to variations in the speed of entry of the vehicle 1 in the brake 5, which arise due to natural changes in driving resistance and environmental conditions. A self-locking safety catch, on the other hand, will not let go even in the event of a power failure or a fault, ie it must be relieved to release it. A coupling device may be at least functionally connected to a transport device, for example a lift chain. It can be used as a driver, movable chain hook or similar. be educated.

After holding or coupling in the relatively high section of the track 2 in the region of the catch brake 5 and the coupling device, the vehicle 1 is further transported by a transport device, for example, further up at least until the entrance of the vehicle 1 in the second section 4. The transport device will usually be the same lift that has carried the vehicle 1 up at the beginning of the journey; However, it can also be carried out separately.

Additional thrills can be achieved that at least one reversal point is at least partially in an overhead position when swinging back and forth and the vehicle is decelerated there relatively slowly and accelerated again.

In the transition from the first section 3 to the second section 4, the vehicle 1 is in a headstand position, ie the heads of the occupants of the vehicle 1 point downwards or are oriented obliquely downward. The lift exit thus takes place overhead. By approaching the "overhang" as well as the relatively slow passage through this section also increases the tension in the occupants, as they are pulled by gravity with an acceleration of about 1g from the seats. While passing through a well-known, conventional looping a passenger, although he temporarily "upside down", usually no lifting forces from the seat learns (the centrifugal force is greater than the gravitational force), act in the guide according to the invention, however, contrasting forces by the relatively low driving speed. The passenger is much more aware of overhead driving and, unlike most over-head figures (inversions), has plenty of time to savor the situation. In addition, a terrific view down, for example, about 45 m vertically down, offered.

Towards the end of the journey, the lift can be coupled to the vehicle held by the safety brake 5 and transported back to the starting point or to a train station. Alternatively, a transport device, comprising a coupling device, can transport the vehicle back after it has been coupled to the coupling device 5 provided according to the invention. Advantage here is that can be dispensed with a station brake, since the potential energy is absorbed by the transport device.

The routing and the design of the ride according to FIG. 1 lead to a compact, closed appearance. In addition, the system is inexpensive to produce, but offers high entertainment value and high voltage. Multiple trips can be varied by the measures specified in particular by the use of the safety brake 5 and the coupling device, eg by the elevator ride, by the exit from the elevator overhead, reversing and retracting, holding by the brake or coupling device, etc., designed become.

The technical and thus the financial burden is reduced by the fact that the entrance to the lift, possibly a railway station and associated facilities are designed so that the route can be traversed forward and backward without security problems. Safety features of other roller coasters are not needed, e.g. a return valve in the lift, which is effective there in case of engine brake failure, chain breakage or the like.

The same applies to the safety-related consideration of all other installations, such as the safety brake. All internals do not have to fulfill any safety function, as a "Crash" of the vehicle is planned and thus no danger to persons may occur.

Since only one vehicle is in circulation, no collision between vehicles can occur and thus no block system is necessary.

Fig. 2 represents a modification of the driving business according to the invention. Here, in addition, a connecting portion 7 between the upper end 3b of the first portion 3 and the upper end 4a of the second portion 4 is arranged in the routing. At the end points 7a and 7b of the section 7, this is connected to the sections 3 and 4, respectively.

The connecting portion 7 is wound in the present example, that the vehicle 1 when passing through the connecting portion 7 is rotated laterally in a plane perpendicular to the direction of travel by approximately 360 °. This means that the vehicle 1 performs a screw movement when passing through this section 7. The vehicle 1 is tilted laterally when passing through the connecting portion 7 and once rotates about its longitudinal axis. This additional element enhances driving pleasure and offers additional options for making the journey more interesting without requiring additional space. Figure 2 shows an example of the easy expandability of the ride with a special element. It can be integrated into the route 2 for the extension and other guide elements in a similar manner, without changing the basic concept with its properties.

In the lower part of the section 2, a station 6 is arranged for boarding and disembarking the passengers.

In the figures, the guide element is schematically sketched as Dreigurtschiene with a central support tube and two rail tubes, which are connected via webs with the support tube outlined. However, all other common configurations of elements for guiding the vehicle 1 can be used.

In FIG. 3 is the floor plan of the web 2 according to FIG. 1 shown from a bird's eye view with the components already described. From the figure, the spatially very compact arrangement on a small footprint clearly. The system is characterized by high efficiency, since the space requirement is very low. Due to the compact design, a cost-effective optimum for the steel construction is achieved.

FIG. 4 shows another embodiment in which the basic element 2 according to FIG. 2 integrated into a trajectory with other elements. For this purpose, the lower end 3a of the first section 3 and the lower end 4b of the second section 4 are laterally offset from one another. At these ends 3a, 4b, the further trajectory follows, which in turn results in a closed route overall. The device according to the invention can therefore be part of a closed track of a ride.

Another extension shows FIG. 5 , The basic element according to the invention is here practically integrated into a roller coaster with a complicated course of the track. Again, the rail track in the area of the station 6 is separated. An additional track with additional driving figures is added. Since otherwise a significant reduction in capacity due to the extended travel time is to be expected, it makes sense to bring to increase capacity several vehicles 1 at the same time on the track. Then a block system and a brake in front of the station should be added to ensure safe operation.

Claims (40)

1. Amusement ride, in particular for amusement parks, fairs and the like, comprising at least one vehicle (1) running on rails, a guiding track for the vehicle (1) that has a track section (2) with a first rising part (3) and a second declining part (4), wherein the vehicle can oscillate between the parts (3, 4), a transport means for transporting the vehicle (1) along at least a subsection of the guiding track, and a means (5) for engagement to the vehicle (1), the means (5) for engagement to the vehicle (1) being formed as a catch brake, characterized in that
   the respective upper ends of the first rising part (3) and the second descending part (4) are connected to each other to allow a passage through these parts, selectively without change of travelling direction and/or in an oscillating manner with change of travelling direction, and the catch brake is arranged at least in the first rising part (3) and can be used to act on the vehicle approximately at the level of different respective dead centers of oscillating movements, wherein the catch brake is operationally coupled to the transport means so that the vehicle (1) can be engaged by the catch brake in order to hook up to the transport means for further transport.
2. Amusement ride according to claim 1, characterized in that the track section (2), in a lateral projection, is forming substantially a loop, wherein the vehicle (1) is to be moved along the side of the parts (3, 4) that is facing towards the interior of the loop.
3. Amusement ride according to claim 2, characterized in that the track section (2) is arranged substantially in a vertical plane.
4. Amusement ride according to one of the claims 2 or 3, characterized in that the vehicle is in an upside-down position at a transition (3b, 4a) from the first part (3) to the second part (4).
5. Amusement ride according to one of the claims 2 to 4, characterized in that the lower end (3a) of the first part (3) and the lower end (4b) of the second part are connected to each other so that the entire track section is forming a closed-loop route.
6. Amusement ride according to one of the claims 2 to 5, characterized in that the guiding track is comprising a connecting part (7) between the first and the second parts (4), which is twisted such that the vehicle (1) will rotate sideways about an axis substantially parallel to the travel direction when travelling through the connecting part (7).
7. Amusement ride according to claim 6, characterized in that the connecting part (7) is twisted such that the vehicle (1), when travelling through this part, will travel in a helical movement, in particular through 360° overall.
8. Amusement ride according to claim 1, characterized in that the first and second parts (3, 4) extend substantially parallel and are connected to each other via an arclike part.
9. Amusement ride according to any of the preceding claims, characterized in that the catch brake (5) is arranged in a region of the rising part (3) in which the vehicle (1) is moving at low velocity or is in a still position.
10. Amusement ride according to any of the preceding claims, characterized in that the catch brake (5) is arranged in a region of the rising part (3) wherein this region is selected such that the vehicle changes travelling direction within this region or shortly above it.
11. Amusement ride according to any of the preceding claims, characterized in that the catch brake (5) is arranged in a region of the first part (3) that has substantially no curvature.
12. Amusement ride according to any of the preceding claims, characterized in that the catch brake (5) is arranged in a region of the first part (3) that is extending substantially vertically.
13. Amusement ride according to any of the preceding claims, characterized in that the amusement ride is comprising a transport means, and the catch brake (5) for engagement to the vehicle (1) is arranged in the region of this transport means.
14. Amusement ride according to any of the preceding claims, characterized in that the catch brake (5) is constructed such that, at a change of travelling direction of the vehicle (1) it exerts a strong braking force on the vehicle, and at the time of an upward movement of the vehicle (1) it exerts a small or no brake force on the vehicle.
15. Amusement ride according to any of the preceding claims, characterized in that a station (6) is arranged in the lower region of the track section.
16. Amusement ride according to claim 15, characterized in that the station (6) is arranged in a track region that has a trajectory given by dynamics of vehicle movement.
17. Amusement ride according to any of the preceding claims, characterized in that the lower end (3a) of the first part (3) and the lower end of the second part (4) are laterally offset from each other, and the track section (2) is integrated in a guiding track together with other track elements.
18. Amusement ride according to claim 3, characterized in that the transport means, after hooking up to the vehicle (1), can transport the vehicle (1) to the starting point (3a, 4b, 6) or to a station (6).
19. Amusement ride according to claim 1, characterized in that the catch brake is formed as a brake which is self-locking at a downward movement of the vehicle (1).
20. Amusement ride according to any of the preceding claims 1 or 19, characterized in that the catch brake is constructed such that is only operated when a force or energy is applied to it.
21. Amusement ride according to any of the preceding claims 1, 19 or 20, characterized in that the catch brake is constructed such that the brake only opens when unloaded, even when the operating force or energy is no longer supplied.
22. Method for operating an amusement ride according to any of the preceding claims, comprising the steps:

    a. transporting the vehicle upwards from a starting point in the lower region of the track section by the transport means;

    b. releasing the vehicle from the transport means;

    c. downward movement of the vehicle under the influence of gravity; and

    d. operation of the catch brake (5) when the vehicle is within the range of the catch brake (5).
23. Method according to claim 22, characterized in that the catch brake (5) is operated when, within the range of the catch brake (5), the vehicle (1) is travelling at low speed or is in a still position.
24. Method according to claim 22 or 23, characterized in that within the rising part (3) a slowing down of the vehicle (1) to the lower speed or a still position is substantially caused by gravity.
25. Method according to any of the claims 22 to 24, characterized in that the catch brake (5) acts on the vehicle (1) approximately when the vehicle (1) changes travelling direction within the rising part (3).
26. Method according to any of the claims 22 to 25, characterized in that the catch brake (5) acts on the vehicle (1) at, shortly before, or shortly after change of travelling direction of the vehicle within the rising part (3).
27. Method according to any of the claims 22 to 26, characterized in that the catch brake (5), regardless of whether it has been operated, applies no braking force or a very small braking force on the vehicle (1) when it moves upwards.
28. Method according to any of the claims 22 to 27, characterized in that the vehicle (1), after operation of the catch brake (5), makes no downward movement or a very small downward movement.
29. Method according to any of the claims 22 to 28, characterized in that the vehicle (1), after having being released from the transport means, is oscillating at least once between the first part (3) and the second part (4) under the influence of gravity.
30. Method according to any of the claims 22 to 29, characterized in that, after the vehicle (1) has been released from the transport means, in addition to gravity a driving means and/or brakes act on the vehicle (1) for accelerating and/or decelerating the vehicle (1).
31. Method according to any of the claims 22 to 30, characterized in that the catch brake (5) is activated in order that it operates at the next still position or the next downward movement of the vehicle (1) within the range of the catch brake (5).
32. Method according to any of the claims 22 to 31, characterized in that the vehicle, after operation of the catch brake (5), is transported downward to the starting point (3a, 4b, 6) or a station (6).
33. Method according to any of the claims 22 to 32, characterized in that, after operation of the catch brake (5), the vehicle (1) is further transported upwards by the transport means at least until the vehicle (1) enters the second part (4) or rather a connecting part (7) between the upper end (3b) of the first part (3) and the lower end of the second part (4).
34. Method according to claim 22 to 23, characterized in that, in the transition region between the first part (3) and the second part (4) or rather in the connecting part (7), the vehicle (1) is oriented in an upside-down position in which the heads of the passengers in the vehicle (1) are facing downward.
35. Method according to claims 22 to 34, characterized in that, when travelling through the connecting part (7), the vehicle (1) will tilt sideways.
36. Method according to claims 22 to 34, characterized in that the vehicle (1) moves helically, and in particular rotates sideways through approximately 360° overall.
37. Method according to claims 22 to 35, characterized in that the hook-up means couples to the vehicle (1) shortly before, or shortly after a change of travelling direction of the vehicle (1) within the rising part (3).
38. Method according to claims 22 to 37, characterized in that, after being hooked-up by the transport means, the vehicle (1) is transported to the starting point (3a, 4b) or a station (6).
39. Method according to any of the claims 22 to 36, characterized in that the catch brake only opens when unloaded, even when an operating force or energy is no longer applied.
40. Method according to claim 39, characterized in that the catch brake, when it has been activated, is self-locking at a downward movement of the vehicle (1).

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