EP3685894B1 - Guide device, ride and method for operating a ride - Google Patents

Description

The present invention relates to a guide device with a first guideway and a second guideway, in particular for an amusement ride with the features of patent claim 1, an amusement ride, in particular a roller coaster with the features of patent claim 17, and a method for operating an amusement ride with the features of patent claim 18

Guide devices are already known from the prior art in various configurations and are widely used in amusement rides. Typically, guidance devices consist of a guideway, which is designed to support vehicles along a direction of travel vector in a normal vector arranged through the guideway and perpendicular to the direction of travel vector, whereby the vehicles can be moved along the guideway on the route specified by the guideway. Such guide devices are used in particular in roller coasters, with the vehicles usually being single- or multi-section vehicles for transporting passengers, which can travel the respective route at high speed.

In addition to transporting passengers, guide devices and rides with such a guide device should both offer the passengers an unforgettable and exciting experience and also have a visual design that appeals to the public in order to arouse interest in the ride. In the past, a Developed a variety of different guide devices with differently shaped guideways, which are formed for example from one or more loops.

From the EP 1 171 209 B1 For example, an amusement ride with a guide device consisting of a first guide track and a second guide track is already known, with the first guide track and the second guide track having a section to increase the thrill and the experience value, in which the two guide tracks are aligned parallel to one another and which are on the Guideways arranged vehicles can run a race. Furthermore, almost collisions are simulated by crossing under or crossing, which should create a special experience for the passengers.

The document constitutes further prior art
U.S. 2008 202 374 A1 .

A disadvantage of this prior art is that the currently known guide devices or rides with such guide devices do not allow extensive interaction between the passengers on the one hand, nor allow a varied race between the dueling vehicles through corresponding deceleration or acceleration of the vehicles relative to one another on the respective guide tracks , through which a special experience is made possible for the passengers.

This is where the present invention comes in.

It is therefore the object of the present invention to improve the guide devices known from the prior art, in particular for amusement rides, in an expedient manner in order to give the passenger a more intense and exciting experience, too to allow driving figures provided with large lateral accelerations. On the one hand, the guide device should enable efficient and safe operation of the amusement ride, but it should also be able to have the driving figures required by the audience addressed, such as loopings or the like, which are known from the prior art. A further object of the present invention is to propose an amusement ride that can have a high throughput of passengers and makes the best possible use of the space available for the amusement ride.

These objects are achieved according to the invention by a guiding device with the features of patent claim 1, as well as by a ride with the features of patent claim 17 and a method for operating the ride with the features of patent claim 18.

Further advantageous developments of the present invention are specified in the dependent claims.

The driving figure according to the invention with the features of claim 1 comprises a first guideway and at least one second guideway, with the first guideway and the at least one second guideway each specifying a direction of travel vector and a normal vector, with the normal vector being aligned perpendicular to the respective direction of travel vector. According to the invention, the first guideway and the at least one second guideway have at least one common interaction section, wherein in the at least one interaction section the normal vector of the first guideway and the normal vector of the second guideway essentially point to one another at least in sections.

The normal vector of a guideway corresponds to a normal vector of a plane that is spanned by a connecting line between two adjacent guide rails of a guideway and the direction of travel vector specified by the two guide rails. In this plane, for example, vehicles can be kept, which travel along the respective guideway in or against the direction of travel vector. The normal vector of the respective guide track points upwards as intended, for example in a train station, ie vertically from the surface of the earth against the force of gravity. On the other hand, the normal vector can be rotated by a roll angle Φ by a corresponding configuration of the guideway. Normal vectors, which essentially point to one another, are understood as meaning an orientation of the normal vectors which point in opposite directions within a tolerance. This tolerance can be up to ±15°, ±30° and even up to ±45°.

When driving through the common interaction section together and essentially at the same time, the passengers in a first vehicle on the first guideway and the passengers in at least one second vehicle on the at least one second guideway can interact with one another, which can give rise to the feeling of reaching out to one another to be able to In addition, this arrangement of the first guideway and the at least one second guideway can create a special experience for the passengers, since the experience for the passenger is significantly more complex than that of conventional guide devices. In addition to their own relative movement along the guideway in the vehicle, the passenger perceives another "system" which in turn is in relative motion to him and with which he can interact through the opposite orientation of the normal vectors.

According to the invention, it is further provided that the first guide track and/or the at least one second guide track is guided at least once around the respective other guide track in a spiral, screw or helical manner. It is particularly advantageous if, in the at least one interaction section, the first guide track and the at least one second guide track are guided spirally, helically or helically around a center line.

In the at least one interaction section, the normal vectors of the first guideway and the at least one second guideway preferably point or point to one another in sections at least at one point, preferably at at least two points. Furthermore, the normal vectors can be aligned with one another between the at least two points in such a way that the passengers of the first vehicle can perceive the passengers of the second vehicle within their field of vision. At least one point in particular, the passengers sitting in the vehicles have the feeling of being able to shake hands.

The direction of travel vector of the first guideway and the direction of travel vector of the second guideway preferably point in the same direction at least in sections in the at least one interaction section. The direction of travel vectors are preferably aligned parallel to one another at a distance from one another about a center point between the first guide track and the at least one second guide track. In particular, it is preferred if a main direction of travel vector of the first Guideway and a main direction of travel vector of the at least one second guideway are parallel and spaced apart in the interaction section. A main travel direction vector can be understood as a direction vector of the first guideway and the at least one second guideway, which describes the global translational movement of a vehicle between a start and an end of the interaction section. The main direction of travel vector corresponds to a connecting line that connects the beginning and the end of the interaction section of the respective guideway.

A further advantageous embodiment of the present invention provides that the first guide track and the at least one second guide track have a closed path. The first guideway and the at least one second guideway are thus circular in shape, which means that it is not possible for a vehicle to switch from one guideway to the other guideway. This arrangement essentially serves to increase safety, since a collision between the first vehicle and the at least one second vehicle is thus ruled out.

It has also proven to be advantageous if the first guide track and the at least one second guide track are designed symmetrically about a line of symmetry in the at least one interaction section. It is preferred if the line of symmetry is arranged perpendicular to the main direction of travel vectors of the first and the at least one second guideway. For example, the first guide track and the at least one second guide track can be arranged parallel and spaced apart in the at least one interaction section or can be arranged helically, spirally or helically around the line of symmetry. The first guideway and the at least one second guideway can also be arranged in a wave or sinusoidal manner in the at least one interaction section, with the line of symmetry dividing the interaction section into a first section and a second section, and the course of the first guideway in the first section following the mirror-symmetrical course corresponds to the second track in the second section and vice versa.

According to a further preferred embodiment of the present invention, the first guide track and the at least one second guide track are formed point-symmetrically in the at least one interaction section. In the context of this invention, a point-symmetrical configuration can be understood to mean a configuration that is symmetrical to a fixed point that is arranged centrally in the interaction section. Due to the point-symmetrical design of the first guide track and the at least one second guide track, the passengers experience different accelerations when driving down the first guide track and the at least one second guide track when driving through the interaction section together, which creates a particularly intensive experience both through the movement of their own vehicle, and also when observing the at least one second vehicle moving relative to one's own vehicle.

According to a further advantageous embodiment of the present invention, the normal vector of the first guideway and/or the normal vector of the at least one second guideway is rotated about the respective direction of travel vector in the at least one interaction section with a roll angle Φ of at least 180°. It is particularly preferred if the respective normal vector is rotated with a roll angle Φ of 360° around the respective direction of travel vector, as a result of which the respective guideway makes a complete roll around the direction of travel vector. Such a rolling motion about Φ=360° can also be called "celestial spin". The roll angle Φ1 of the first track and the roll angle Φ2 of the at least one second track can be preferred also be formed symmetrically about the line of symmetry or the point of symmetry in the interaction section.

According to a further embodiment of the present invention, it is advantageous if in the at least one interaction section the first guide track and/or the at least one second guide track has or has an incline and/or a decline. The ascent and the descent each have an incline, with vehicles located on the respective guideway being accelerated and decelerated by the incline of the ascent and/or the descent. The first guideway and the at least one second guideway preferably have different gradients along the interaction section, creating a relative movement between the vehicles on the different guideways, which reinforces the character of a race between the vehicles on the different guideways. For example, when entering the common interaction section, the first vehicle can initially be accelerated on the first guideway, while the second vehicle is decelerated on the at least one second guideway. When exiting the interaction section, the second vehicle is accelerated in contrast to the first vehicle, as a result of which both vehicles leave the interaction section again essentially at the same time.

The interaction section can also have an acceleration section and/or a deceleration section. The acceleration section or the deceleration section can be formed, for example, by a curve section, with the first and the at least one second guideway each having a curve radius in the curve section. The radii of curvature of the first track and the at least one second guide track can be of different sizes, whereby the distances to be covered by the vehicles are of different lengths and a relative movement is generated between the first vehicle on the first guide track and the at least one second vehicle on the at least one second guide track.

According to a further advantageous embodiment of the present invention, the slope and/or the rise have an incline of approximately ±35° to ±90° to the earth's surface when the roll angle Φ1, Φ2 is ≈180°. If the roll angle is Φ1, Φ2 ≈ 180°, one generally speaks of inversions or overhead positions. Overhead positions or inversions are understood to be any position of the respective vehicle on the respective guideway in which the head of a passenger in the vehicle points vertically or diagonally downwards in the direction of the earth's surface. Due to the increased gradient M of approx. ±35° to ±90° or 35° ≥ |M| ≥ 90° the incline is sufficiently large to prevent a vehicle from stopping in an overhead position or inverting. In the event of an uphill, the vehicle would roll back due to the steep incline, and the roll angle would reset accordingly from the overhead position to an approximately normal position, and in the event of a downhill slope, the vehicle would continue to roll accordingly. By avoiding inversions beyond a descent or climb, significant savings can be made in the provision of safety equipment without sacrificing the full ride through a roller.

Furthermore, it can be preferred if the normal vector of the first guideway and the normal vector of the at least one second guideway intersect in the at least one interaction section. The at least two normal vectors preferably intersect at an intersection angle α of 180°±60°, more preferably 180°±45° and even more preferably at an intersection angle α of 180°±15°. With an angle of intersection of 180°, the two normal vectors point in exactly opposite directions and thus exactly to each other.

According to a further advantageous embodiment of the present invention, the normal vectors of the first guide track and the at least one second guide track in the at least one interaction section point in opposite directions at least in sections and are arranged parallel to one another and spaced apart. Furthermore, it is preferred if the distance between the normal vectors pointing in opposite directions is variable in the at least one interaction section, so that, for example, passengers on the different sides of the vehicles on the first guideway and the at least one second guideway can interact with one another. According to this, a translational movement takes place between the vehicles in the relative system transversely to the normal plane.

The angle of the respective guide track relative to the center line is given by the polar angle ϕ. The center line can be a straight line or a curve and can therefore have any shape. However, it is particularly preferred if the center line is a straight line (axis) or a sinusoidal curve. Furthermore, it is particularly preferred if a rotation about the polar angle is superimposed with a rotation about the roll angle, as a result of which large transverse accelerations can act on the passengers and the experience of a ride on the ride is particularly high.

According to a further embodiment of the present invention, it is advantageous if the direction of rotation of the normal vector of the first guideway and the direction of rotation of the normal vector of the at least one second guideway around the respective roll angle in the at least one interaction section are in the same direction of rotation.

In addition, it is advantageous if the first guide track and/or the at least one second guide track is guided at least once around the respective other guide track in the interaction section. The respective guide track can be guided helically around the other guide track, with the other guide track preferably following with a rotation about the direction of travel vector. Such a design of the guideways results in a delay between the first vehicle on the first guideway and the at least one second vehicle on the at least one second guideway, as well as different perspectives of the other vehicle when driving through the interaction section.

A further advantageous embodiment of the present invention provides that in front of the at least one interaction section, the first guideway and the at least one second guideway have a common entry section, in which the first guideway and the at least one second guideway are arranged parallel and spaced apart. In the common entry section, the passengers can perceive the other vehicle in each case before entering the interaction section and perceive the journeys as a duel.

It is also advantageous if, after the at least one interaction section, the first guideway and the at least one second guideway have a common exit section, in which the first guideway and the at least one second guideway are arranged parallel and spaced apart.

Furthermore, it has proven to be advantageous if the normal vectors and/or the direction of travel vectors of the first guide track and the at least one second guide track point in the same direction before and/or after the at least one interaction section.

It is also advantageous if the first guideway and the at least one second guideway each have at least one starting device which is set up to start or start at least one first vehicle on the first guideway and at least one second vehicle on the at least one second guideway in a coordinated manner . to accelerate. The vehicles are accelerated on the respective guide track by the at least one starting device with the aim that they move at the same time and as synchronously as possible enter the at least one common interaction section at essentially the same speed. The launch device can include a catapult or a ramp, for example.

A further aspect of the present invention relates to an amusement ride with a guiding device according to the invention. At least one vehicle, which is set up to accommodate a plurality of passengers, is arranged on the respective guideway. The respective vehicle on the respective guide track can be one or more parts.

A further aspect of the present invention relates to a method for operating an amusement ride. According to the invention, it is provided that the first vehicle on the first guideway and the at least one second vehicle on the at least one second guideway travel along the respective guideway in a coordinated manner. As a result of the coordinated travel along the guideways, the first vehicle and the at least one second vehicle travel through the at least one common interaction section at the same time.

In addition, when carrying out the method according to the invention, it is particularly advantageous if the first vehicle on the first guideway and the at least one second vehicle on the at least one second guideway enter the common interaction section at essentially the same speed.

According to a further preferred embodiment of the present invention, it is provided that the first vehicle on the first guideway and/or the at least one second Vehicle can be accelerated or decelerated relative to each other in the interaction section, or can. Due to a different acceleration, on the one hand the vehicles duel and on the other hand different passengers in the different vehicles can interact with one another, whereby a ride with the amusement ride according to the invention is a special experience.

Figur 1a

eine erfindungsgemäße Führungsvorrichtung mit einer ersten Führungsbahn und einer zweiten Führungsbahn, wobei die Führungsvorrichtung einen Symmetriepunkt aufweist, um den die erste Führungsbahn punktsymmetrisch zu der zweiten Führungsbahn angeordnet ist,

Figur 1b

eine schematische Schnittdarstellung der Führungsvorrichtung gemäß Figur 1a,

Figur 2

eine Seitenansicht einer weiteren erfindungsgemäßen Führungsvorrichtung, wobei die erste Führungsbahn und die zweite Führungsbahn spiegelsymmetrisch zu einer Symmetrielinie ausgebildet sind, die senkrecht angeordnet ist, und

Figur 3

eine zweite Seitenansicht der Führungsvorrichtung gemäß Figur 2.

Two guide devices of an amusement ride according to the invention are described in detail below with reference to the accompanying drawings. Show it:

Figure 1a

a guiding device according to the invention with a first guiding track and a second guiding track, wherein the guiding device has a point of symmetry about which the first guiding track is arranged point-symmetrically to the second guiding track,

Figure 1b

a schematic sectional view of the guiding device according to FIG Figure 1a ,

figure 2

a side view of a further guide device according to the invention, wherein the first guide track and the second guide track are mirror-symmetrical to a line of symmetry, which is arranged perpendicularly, and

figure 3

a second side view of the guiding device according to FIG figure 2 .

Two guiding devices according to the invention are described in detail below with reference to the accompanying drawings, in which identical parts or functionally identical parts are identified by the same reference numbers.

Figure 1a shows a section of an amusement ride 1 with a guide device 2 according to the invention, having a first guideway 10 and a second guideway 20. The first guideway 10 and the second guideway 20 each have a closed path that is circular. A first vehicle 3 is arranged on the route of the first guideway 10 and a second vehicle 4 is arranged on the second route of the second guideway 20, with the respective first vehicle 3 controlling the route in one direction of travel and the second vehicle 4 controlling the respective route in one direction of travel independently can depart from each other. For this purpose, the amusement ride 1 comprises at least one starting device for the respective guideway 10, 20, by which the respective vehicle 3, 4 is accelerated in such a way that it can travel the respective route preferably without a drive.

The respective guideway 10, 20 comprises a rail guide 11, 21, on which the respective vehicle 3, 4 is guided and held in a direction of travel with a direction of travel vector F1, F2. In the illustrated guide device 1, the rail guide 11, 21 comprises a framework construction, by which at least two rails 13 and 14, 23 and 24 are supported and held. For a better understanding, the rail guides 11, 21 are shown together with the associated vectors and angles in Figure 1b shown.

The alignment of the two rails 13 and 14, 23 and 24 specifies a normal vector N1, N2, which is in each case on a normal plane which is defined by the connecting line between the two rails 13 and 14, 23 and 24 and the respective direction of travel vector F1, F2 is stretched. The respective vehicle 3, 4 is held in this normal plane. The normal vectors can be rotated by the respective guideway 10, 20 about the respective direction of travel vector F1, F2 in a roll angle Φ1, Φ2, with the roll angle Φ1 being the roll angle of the first guideway 10 and the roll angle Φ2 being the roll angle of the second guideway 20.

The roll angles Φ1, Φ2 are intended to be related to the earth's surface, with a roll angle Φ1, Φ2=0° or 360° pointing upwards from the earth's surface essentially vertically or diagonally and a roll angle Φ1, Φ2=180° essentially vertically or diagonally points to the surface of the earth.

The amusement ride 1 is preferably designed as a roller coaster, with the first course and the second course being arranged parallel and spaced apart from one another over long stretches. The two routes of the amusement ride 1 are arranged in a particularly space-saving manner, which means that support structures and safety devices can be used jointly for the two routes. As a result, necessary structures can be used twice and the installation space available for the amusement ride 1 can be utilized in the best possible way. In addition, such an inventive ride 1 is particularly designed for a high number of passengers and high passenger throughput, since compared to conventional rides with a roller coaster, twice the number of passengers can ride the ride at the same time.

The first vehicle 3 and the second vehicle 4 can be a train of one or more vehicles, which are guided along the guideway 10, 20, with a large number of passengers preferably being able to sit in the respective vehicle 3, 4. The respective guideway 10, 20 specifies the orientation of the respective vehicle 3, 4 on the guideway 10, 20.

the inside Figure 1a The section of an amusement ride 1 shown shows that the first guideway 10 and the second guideway 20 have an entry section A, a common interaction section 15 and an exit section B.

In the entry section A and in the exit section B, the two guideways 10, 20 are aligned parallel and spaced apart from one another, and the vehicles 3, 4 are kept essentially horizontal in the entry section A and the exit section B (rolling angle Φ1, Φ2 ≈ 0°). , as a result of which the respective normal vector N1, N2 points essentially vertically upwards away from the earth's surface and is thus aligned parallel, but in the opposite direction, to a vector of gravity. Furthermore, the two guideways 10, 20--as shown--can be arranged vertically one above the other, and the respective normal vectors N1, N2 point in the same direction and can preferably be aligned coaxially with one another. The representation in Figure 1a corresponds to a side view. Alternatively, the guide tracks 10, 20 can be arranged horizontally next to one another. In this case the representation would be in Figure 1a with the proviso that the vehicles 3, 4 would also be rotated accordingly, a plan view.

An entrance section A is arranged in front of the common interaction section 15, in which the travel direction vectors F1, F2 and the normal vectors N1, N2 are arranged parallel and spaced apart from one another and the roll angles Φ1, Φ2=0. In the entry section A, the normal vectors N1, N2 point upwards.

The first vehicle 3 and the second vehicle 4 are preferably accelerated by the starting devices in such a way that the first vehicle 3 drives at a first speed V1 and the second vehicle 4 at a second speed V2 at the same time, i.e. parallel to one another, in the entry section A and the first speed V1 and the second speed V2 are essentially the same size, ie V1 ≈ V2.

In the Figure 1a Guide device 2 shown includes a center line M, which connects the geometric center between the first guide track 10 and the second guide track 20 at the beginning and at the end of the interaction section 15. Furthermore shows Figure 1a that the first guideway 10 and the second guideway 20 are arranged helically around a center line M in the mutually interacting portion. The respective guide track 10, 20 is guided helically or helically around the center line M, with a polar angle φ describing the position of the respective guide track 10, 20 relative to the center line M, see FIG Figure 1b .

The helical or helical course of the first guide track 10 and the second guide track 20 is superimposed by a rotation of the respective normal vector N1, N2 once around the respective travel direction vector F1, F2, ie around the roll angle Φ1, Φ2.

Furthermore, in Figure 1a shown that the interaction section 15 has a point of symmetry P. The point of symmetry P is located in the geometric center of the interaction section 15 and can be located on the center line M, as shown. The first guide track 10 and the second guide track 20 are formed in the interaction section 15 with point symmetry about the point of symmetry P.

Starting from the entrance section A, the guide track 10 has a screw with one turn, with a screw pitch of the turn decreasing disproportionately in the direction of travel and gently merging into the exit section B. The helical pitch of the winding describes the change in the polar angle ϕ around the center line M in relation to the path covered along the center line M, i.e. Δϕ/ΔM or dϕ/dM, with the change in the helical pitch decreasing and d(dϕ)/d(dM) is correspondingly negative.

When passing through the screw, the normal vector N1 rotates with the roll angle Φ=360° around the direction of travel vector F1 in a rolling motion, with the rolling motion taking place around the direction of travel vector F1 in the direction of travel in a clockwise direction. First, the normal vector N1 is rotated by the roll angle Φ≈180° and the vehicle 3 is rotated into an overhead position or inversion, the head of a passenger intended to be accommodated in the vehicle 3 pointing vertically or diagonally downwards in the direction of the earth's surface.

An inversion or an overhead position is unavoidable with a 360° roll and is perceived as particularly exciting by the passengers, but in order to increase the safety of the ride, provision should be made for such inversions or overhead positions are only possible with significant safety devices, since vehicles 3, 4 can remain in the inversion or overhead position and the passengers must be rescued as quickly as possible from the respective vehicle in such an inversion or overhead position.

For this purpose, the rotation of the first guideway 10 is designed in such a way that the inversion in a route section in the interaction section with a gradient 31 or with a gradient |S| = 35° to 90°, which ensures that the train cannot stop in the overhead position or in the inversion. The vehicle 3 is always accelerated by the negative gradient S<0 of the gradient 31, as a result of which the roll angle Φ would be turned back towards Φ=0.

Due to the point-symmetrical design of the interaction section 15, the second guideway 20 also has a helical or helical course around the center line M, but the screw is traversed in a mirror-inverted sequence compared to the first guideway 10.

in the in Figure 1a The exemplary embodiment shown is that the first guideway 10 and the second guideway are designed in such a way that the normal vectors N1 and N2 point to one another at two points, namely P1 and P2. The normal vectors N1, N2 preferably intersect at the points P1 and P2 at an intersection angle α≈180°. At the intersection angle α = 180, the two normal vectors are N1, N2 - see Figure 1b - precisely aligned. In the rest of the course between the two points P1 and P2, the normal vectors N1 and N2 also essentially point to one another, the normal vectors N1, N2 point approximately in the opposite direction and preferably intersect at an angle α of 180° ± 60°, so that at least the other guideway can be perceived by the passengers in a vehicle 3, 4 on the respective guideway 10, 20.

Due to the fact that the inversions or overhead positions are arranged on a slope 31 , the respective vehicle 3 , 4 is accelerated on the slope 31 , while the other vehicle travels through a slope 32 on the respective guideway 10 , 20 . As a result, a relative movement perceived by the passengers takes place between the two vehicles 3, 4, with the vehicle 3, 4 being accelerated on the downhill gradient 31 relative to the other vehicle 4, 3 and vice versa. In particular, it is preferable that the first guideway 10 and the second guideway 20 come closest to each other at the points P1 and P2, while the distance between the first guideway 10 and the second guideway 20 is variable outside of the points P1 and P2 and increases. Which strengthens the race character.

figure 2 shows a side view and figure 3 a front view of a second embodiment of the guide device 2 according to the invention. The first guide track 10 and the second guide track 20 also have an entry section A, an interaction section 15 and an exit section B. In the entrance section A and the exit section B, the first guide track 10 and the second guide track 20 are arranged parallel and spaced apart from one another.

The first guide track 10 and the second guide track 20 are, as in figure 2 is shown in the interaction section 15 are arc-shaped and have a sinusoidal course, with the first guideway 10 and the second guideway 20 initially moving away from the surface of the earth with a rise and then being guided back towards the surface of the earth with a fall.

The main difference to the in Figure 1a The embodiment of the guide device 1 shown is that the center line M is not a straight line but a sinusoidal curve, with the first guide track 10 and the second guide track 20 also rotating once helically or helically around the center line M by the polar angle φ in this embodiment . The helical or helical progression of the first guide track 10 and the second guide track 20 is superimposed by a rolling movement by the rolling angle Φ. The center line M1 connects the entrance section A and the exit section B.

On the other hand, the main travel direction vectors H1, H2 each represent a connecting line between the entry section A and the exit section B of the first guideway 10 and the second guideway 20, through which the global movement of a first vehicle 3 on the first guideway 10 and of the second vehicle 4 the second track 20 can be described. A line of symmetry L is arranged in the middle of the interaction section 15 and perpendicular to the main travel direction vectors H1, H2, around which the first guideway 10 and the second guideway 20 are formed line-symmetrically. The line of symmetry L divides the interaction section 15 into a first section (to the left of the line of symmetry L in Figure 2) and a second section (in figure 2 to the right of the line of symmetry L).

According to the side view figure 2 the first guideway 10 and the second guideway 20 appear to intersect in the line of symmetry S, the course of the first guideway 10 in the first section being mirror-symmetrical to the course of the second guideway 20 in the second section and vice versa.

The first guide track 10 and the second guide track 20 run through at least one screw with a superimposed roller in the interaction section 15, with the respective normal vector N1, N2 rotating around the respective travel direction vector F1, F2 by Φ=360°.

Starting from the entrance section A, the first guide track 10 in the first section of the interaction section 15 rises at an incline S via a first turning point WP11 to a high point HP1 and then falls in a curve via a second turning point WP12 to the exit section B.

The second guide track 20 rises in the first section of the interaction section 15, starting from the entrance section A, with an increase over a first turning point WP21 to a high point HP2 in the second section and then falls in a curve over a second turning point WP22 to the exit section B .

In the course of the first guideway 10 and the second guideway 20 as described above, the normal vector N1 rotates once about the direction of travel vector F1, F2, the normal vector N1 of the first guideway 10 being rotated by a rolling angle of approximately Φ1=180° up to the first turning point WP11 , and approximately another Φ1 = 90° up to High point HP1 and then approximately another Φ1 = 90° to the second turning point WP12 in a long rotation around the roll angle Φ back to the starting position, in which the normal vector N1 points upwards. The rotation of the second guideway 20 is line-symmetrical to the line of symmetry L.

The two normal vectors N1 and N2 point in opposite directions at point P1 in the region of the first turning point WP11 of the first guideway 10 and a first turning point WP21 of the second guideway 20 . The two normal vectors N1 and N2 at point P2 in the area of the second turning point WP21 of the first guideway 10 and a first turning point WP22 of the second guideway 20 also point in opposite directions. Between the respective first turning point WP11, WP21 and the second turning point WP12, WP22, the two guideways 10, 20 are rotated further about their respective travel direction vector F1, F2 by the roll angle Φ, so that the normal vectors N1, N2 point approximately in opposite directions. and passengers can interact with each other. Due to the opposite orientation of the normal vectors N1, N2, the passengers meet particularly closely and they are given the feeling of being able to shake hands.

Due to the different gradients S of the first guideway 10 and the second guideway 20, first in the respective rise 32 and then in the respective downhill slope 31, the vehicles 3, 4 traveling on the first guideway 10 and the second guideway 20 are accelerated differently, so that when driving through the Interaction section 15 experience the passengers a kind of race.

It can also be seen that the inversion or the overhead position in the figure shown always takes place in the area of the respective turning point WP11, WP12 and WP21, WP22, and that in this area the guideway has a gradient |S| of approximately 45° (|S| ≈ 45°), which means that it can be ruled out that a vehicle 3, 4 can stop in this area. As a result, safety devices can be reduced.

Out of figure 3 it can be seen that the first guide track 10 and the second guide track 20 in the interaction section 12 are X-shaped due to the screw extending around the sinusoidal center line M and in the area of the turning points WP11, WP21 and WP12, WP22 a through the center line M and intersect the plane formed by the axis of symmetry S. Between the turning points WP11, WP21 and WP12, WP22, the normal vectors N1, N2 intersect at an intersection angle α=180°±60.

Reference List

1

ride

2

guiding device

3

first vehicle

4

second vehicle

10

first track

11

first rail guide

13

rail

14

rail

15

interaction section

20

second track

21

second rail guide

23

rail

24

rail

31

acceleration section

32

delay section

A

entrance section

B

exit section

f

direction of travel vector

H

Main Direction Vector

HP

peak

L

line of symmetry

M

centerline

N

normal vector

P

symmetry point

S

pitch

V

speed

WP

turning point

a

cutting angle

ϕ

polar angle

Φ

roll angle

Claims (21)

1. Guideway system (2), comprising:

   - a first guide rail (10), and

   - at least one second guide rail (20),

   - wherein the first guide rail (10) and the at least one second guide rail (20) each define a travel direction vector (F1, F2) and a normal vector (N1, N2), which is oriented vertically to the travel direction vector (F1, F2),

   - wherein the first guide rail (10) and the at least one second guide rail (20) comprise at least one common interaction section (15),

   characterized in that,
   in at least one interaction section (15), the normal vectors (N1, N2) of the first guideway and of the at least one second guideway (20) substantially point toward each other, at least in sections, and in that the first guideway (10) and/or the at least one second guideway (20) travel helically at least once around the respective other of the two guideways (10, 20).
2. Guideway system (2) in accordance with claim 1,
   characterized in that
   the travel direction vectors (F1, F2) of the first guideway (10) and of the second guideway (20) point substantially in the same direction in the at least one interaction section (15).
3. Guideway system (2) in accordance with claim 1 or 2,
   characterized in that
   the first guideway (10) and the at least one second guideway (20) comprise a self-contained track layout.
4. Guideway system (2) in accordance with any of claims 1 to 3,
   characterized in that
   in the at least one interaction section (15), the first guideway (10) and the at least one second guideway (20) are configured point-symmetrically.
5. Guideway system (2) in accordance with any of the preceding claims
   characterized in that
   in the at least one interaction section (15), the first guideway (10) and the at least one second guideway (20) are configured line-symmetrically around a symmetry line (M).
6. Guideway system (2) in accordance with any of the preceding claims
   characterized in that
   in the at least one interaction section (15), the normal vector (N1) of the first guideway (10) and the normal vector (N2) of the second guideway (20) are rotated around the respective travel direction vector (F 1, F2) at a roll angle (φ1, φ2) of approximately 360°.
7. Guideway system (2) in accordance with any of the preceding claims
   characterized in that
   in the at least one interaction section (15), the first guideway (10) and the at least one second guideway (20) comprise a slope (31) and/or climb (32).
8. Guideway system (2) in accordance with the claims 6 and 7,
   characterized in that
   the slope (31) and/or climb (32) comprise or comprises a gradient of |M| = 35° to 90° when the roll angle is φ1, φ2 ≈ 180°.
9. Guideway system (2) in accordance with any of the preceding claims
   characterized in that
   in the at least one interaction section (15), the normal vectors (N1, N2) of the first guideway (10) and of the at least one second guideway (20) intersect, at least in sections, in an angle of intersection of α = 180° ± 60°.
10. Guideway system (2) in accordance with any of the preceding claims
    characterized in that
    in the at least one interaction section (15), the normal vectors (N1, N2) of the first guideway (10) and of the at least one second guideway (20) point, at least in sections, in opposite directions and are aligned parallel and at a distance to each other.
11. Guideway system (2) in accordance with any of the preceding claims
    characterized in that
    in the at least one interaction section (15), the first guideway (10) and the at least one second guideway (20) travel helically around a center line (M).
12. Guideway system (2) in accordance with any of the preceding claims
    characterized in that
    in the at least one interaction section (15), the rotation of the normal vectors (N1, N2) of the first guideway (10) and of the at least one second guideway (20) at the roll angle (Φ) is carried out in the same direction of rotation.
13. Guideway system (2) in accordance with any of the preceding claims
    characterized in that
    before the at least one interaction section (15), a shared entry section (A) is implemented in which the first guideway (10) and the at least one second guideway (20) are arranged parallel and at a distance to each other.
14. Guideway system (2) in accordance with any of the preceding claims
    characterized in that
    after the at least one interaction section (15), a shared exit section (B) is implemented in which the first guideway (10) and the at least one second guideway (20) are arranged parallel and at a distance to each other.
15. Guideway system (2) in accordance with any of the preceding claims
    characterized in that
    before and/or after the at least one interaction section (15), the normal vectors (N1, N2) and/or the travel direction vectors (F1, F2) point in the same direction.
16. Guideway system (2) in accordance with any of the preceding claims
    characterized in that
    the first guideway (10) and the at least one second guideway (20) comprise at least one starting system (30) which is configured to start and accelerate at any one time at least one motor vehicle (3, 4) on the first guideway (10) and on the at least one second guideway (20) in a synchronically timed manner.
17. Amusement ride (1) having at least one guideway system (2) in accordance with any of claims 1 to 16.
18. Method for operating an amusement ride (1) in accordance with claim 17,
    characterized in that
    the first motor vehicle (3) and the at least one second motor vehicle (4) travel along the respective guideway (10, 20) in a synchronically timed manner, and in that the first motor vehicle (3) and the at least one second motor vehicle (4) travel through the at least one interaction section (15) at the same time.
19. Method in accordance with claim 18,
    characterized in that
    a start of a run of the first motor vehicle (3) and of the at least one second motor vehicle (4) are carried out in a synchronically timed manner.
20. Method in accordance with claim 18,
    characterized in that
    the two motor vehicles (3, 4) enter into the at least one interaction section (15) at essentially the same speed (V1, V2).
21. Method in accordance with claim 18,
    characterized in that
    the first motor vehicle (3) and/or the at least one second motor vehicle (4) are accelerated or decelerated in the interaction section (15) in relation to each other.

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