EP4121183B1 - Amusement ride - Google Patents

Description

The invention relates to a ride with the features in the preamble of the main claim.

Such a ride, also known as a roller coaster, is well known in practice. It has a track with a guideway along which a passenger carrier rides. In practice, the track and the guideway have a closed ring shape.

The US 2018/0229129 A1 shows a ride with a ring-shaped track section to which the ends of a second track section are connected by two locally separated switches. The branching of the switches is located at the connection point of the ring-shaped track section.

The US 2007/0089631 A1 deals with a scenic ride in which several passenger carriers travel on parallel sections of track and can change lanes via double switches. The passenger carriers can also be diverted from the track to a maintenance area if required.

The DE 27 03 833 A1 and the WO 2016/178573 A1 show a ride with a straight, unbranched and finite track, which has a loop, a starting track with a catapult and two dead-end tracks with braking ramps.

From the DE 100 42 597 C1 is a rotating free fall tower with four vertical rail sections and several connected tracks for passenger carriers.

The US 475 081 A deals with a closed toboggan track that includes a tower with a spiral lifting section and a towing device for the toboggans as well as a downward loop-shaped track. The toboggans can be diverted to upper and lower parking areas as required.

The object of the invention is to demonstrate an improved ride with increased excitement.

The invention solves this problem with the features of the main claim.

The route of the ride in question is divided into a feeder route and a ring route, with a switch with several, preferably two, differently curved track sections being arranged between these two routes. The switch connects one end or the connection point of the feeder route with the two ends or connection points of the ring route. The ring route has a closed shape using the switch. The feeder route and the ring route have stationary track sections at the connection points.

The switch has a branch at one end. This is located at the connection point of the feeder line. This is where the travel paths on the switch separate. At the branch, the differently curved track sections are closer together than at the other end of the switch.

The switch allows the passenger carrier to enter the ring section from the feeder line and exit the ring section back onto the feeder line. The passenger carrier does not need to change its direction of movement (forward/backward) for this. The passenger carrier can, for example, enter the ring section forwards and exit it forwards again.

The switch also offers a choice of direction of travel through the ring route. The passenger can travel through the ring route either clockwise or anti-clockwise, depending on the switch position.

The switch can be designed in different ways. In one embodiment, the differently curved track sections of the switch are designed as separate and preferably rigid track sections. They can be arranged separately from one another and laterally spaced from one another. The differently curved track sections of the switch can be arranged so that they are movable and adjustable. Depending on the switch position, they connect to the stationary track section of the feeder line on the one hand and to one or the other stationary track section of the ring line on the other. The track sections on the switch side and the stationary track sections are preferably designed as rail track sections. A movable and adjustable arrangement of the differently curved track sections allows the switch to be traveled at high speeds.

The switch can have a controllably driven switch table that can be moved transversely to the guideway, on which the various curved track sections of the guideway are preferably arranged next to one another. By adjusting the switch table, one or the other curved track section is moved into position and connected to the feed line on the one hand and to the ring line on the other. The switch table can advantageously be designed as a sliding table or a swivel table.

In another design, the switch can, for example, have fixed, differently curved track sections and a movable switch tongue at the junction.

The ride in question allows for different sequences of movements of the passenger on the track. Long, varied rides can be achieved over a relatively short track length. All of this increases the excitement of the experience.

Another advantage is the low construction and cost of the ride and the moderate energy consumption during its operation. The ride is highly economical.

Another advantage is that the ride is particularly suitable for small children and as a family coaster. The ride can stand alone. It can also be built into another larger facility as a separate, additional attraction, particularly suitable for families. Scenery or landscape, e.g. a lake, a backdrop or similar, can be arranged on the ride and possibly in the area of the ride.

On the feeder line, the passenger carrier moves in opposite directions when entering and exiting. The direction of travel refers to the movement of the passenger carrier relative to the route. The orientation and direction of movement of the passenger carrier can remain the same. The passenger carrier can, as mentioned, for example, enter the ring route forwards and can also be extended forwards in the same direction. Reversing is also possible. For this, a centrally symmetrical design of the passenger carrier is advantageous.

The feeder line has a finite shape. It can be connected at one end to the switch and to the following ring line. The feeder line can, for example, have a substantially straight course. The finite feeder line has a dead end or cul-de-sac at its other end with an upright, preferably steep braking ramp for braking and reversing the direction of travel of the passenger carrier. The braking ramp enables drive energy to be temporarily stored in potential energy. The braking ramp can have a straight or curved extension, the latter e.g. in a screw or spiral shape, in particular in the form of a partial loop. Alternatively, the feeder line can have a different shape.

The ring section can have a loop shape with several curves directed against each other. These are coordinated in such a way that the aforementioned travel option is available from the feed section into the ring section and back to the feed section.

The route can have one or more preferably finite acceleration ranges in which the passenger carrier is driven and possibly accelerated when stationary or when passing through. The acceleration ranges can each have a drive means for the passenger carrier. The drive means can be arranged along the route, in particular stationary. It can be designed in different ways, e.g. as a friction wheel drive or as an electric linear motor.

The ride in question does not need extreme gradients and peaks on the track like a roller coaster to generate the ride experience. The propulsion and acceleration of the passenger through acceleration areas and the propulsion systems there is moderate and is suitable for a family coaster. However, the track can also be designed like a roller coaster and have steep gradients and peaks, inversions, loops, corkscrews and the like.

Advantageously, an acceleration zone is arranged on the feeder section in front of the switch and another acceleration zone is arranged on the ring section. The number of acceleration zones can be two or more. The arrangement of an acceleration zone on the feeder section between the switch and a dead-end section with a braking ramp is particularly advantageous.

The acceleration areas mentioned can serve different purposes. The acceleration area on the ring line can provide propulsion and acceleration of the passenger carrier within the ring line and out of the ring line. The acceleration area on the feed line can propel and accelerate the passenger carrier directly towards the switch and the ring line.

This acceleration area can alternatively or additionally drive and accelerate the passenger carrier first towards the free end of the feed line and a dead end section there with an upright, preferably steep, braking ramp. At the braking ramp, the passenger carrier can be braked by driving up against gravity and then drive back with its potential energy while reversing its direction of travel and then possibly enter the ring section. On this return journey, it can the feed section can be additionally driven and accelerated. Driving through the dead end section and the braking ramp as well as reversing the direction of travel and accelerating in opposite directions also ensure an enhanced driving experience.

The drive energy required to reach the desired travel speed can be applied in two steps or stages thanks to the braking ramp and the potential energy. This enables the acceleration range to be shortened and the drive means to be dimensioned smaller and more cost-effectively. With a friction wheel drive, for example, the number of friction wheels and preferably electric motors as well as the converter output can be reduced. Furthermore, the drive efficiency can be increased and the required peak load of the drive means can be reduced in a cost-saving manner. The drive torque and motor dimensioning can be reduced. Furthermore, the number of required acceleration ranges and drive means on the route can be reduced. Overall, energy and construction work, and thus costs, are saved to a significant extent.

One or more acceleration areas can be variable and controllable in terms of their drive and acceleration performance. This applies in particular to the acceleration area on the feed line and the drive towards the dead end section and braking ramp. Depending on the approach height on the braking ramp, different momentum can be generated for the journey in the opposite direction.

At least one acceleration zone can act in opposite directions. This is possible in the area of the ring route and is advantageous in conjunction with the selectable direction of travel through the ring route. The acceleration zone on the feed section can also work in opposite directions, e.g. on the one hand in the direction of the dead end section and the braking ramp and on the other hand in the opposite direction to entering the ring section. For the effectiveness of the acceleration zone in opposite directions of travel, it is advantageous if the drive means can be switched in its drive direction.

It is also advantageous if at least one acceleration area also has a switchable braking function. This is particularly useful in the event of a fault in the switch. The braking function can be implemented in different ways. The drive means can be switched between a drive mode and a braking mode for a braking function, for example. With an electric drive means, regenerative braking and, if necessary, recuperation are possible. Alternatively or additionally, other switchable braking elements can be present, e.g. friction brakes, eddy current brakes or the like.

The acceleration area and in particular the drive means can be coupled to a detection device on the switch. If a switch misalignment is reported, the braking function or the drive means can slow the passenger carrier in good time before it reaches the switch and, if necessary, bring it to a standstill. The braking function can be switched on and off as required.

At least one acceleration zone can be designed for an approaching passenger carrier to reverse the direction of travel. The braking function and the effectiveness of the acceleration zone in opposite directions of travel are also advantageous for this. An approaching passenger carrier can be braked to a standstill in the acceleration zone and then driven and accelerated in the opposite direction. The drive means can be controlled and switched accordingly.

A station for passengers to board and alight can be located at a suitable point on the route. The station is advantageously located on the feeder line. In particular, it can be located between the switch at one end of the feeder line and the dead-end section with the braking ramp at the other end of the feeder line. A station can also be located on the ring line.

A preferential braking area can be arranged at the station, where the passenger carrier can be braked and brought to a standstill when entering the station if necessary. On the other hand, unbraked passage is also possible.

Alternatively or additionally, an acceleration area can be arranged in or at the station area, which can have the aforementioned functions. The acceleration area and its drive means can in particular drive and accelerate the standing passenger carrier from the station to the dead end area and the braking ramp, as well as on the return journey to the switch and the ring line. This is advantageous for the drive and energy efficiency and the aforementioned driving and acceleration from a standstill in the station in two steps or stages. The acceleration area can also have the switchable braking function mentioned. It can work together with the aforementioned braking area.

The route, especially the ring route, can have one or more gradients. These have mountain and valley sections as well as ascending and descending sections. This increases the experience on the one hand and can also be advantageous with an appropriately arranged acceleration area. A hill section or the high point there on one or both sides of the acceleration area enables a rocking ride with a reversal of the direction of travel. The effects can be the same as or similar to a braking ramp. The high point or points are arranged at a distance above the other, particularly horizontal, sections of the track and possibly above the ground of the ride. The track, particularly the ring track, can also have one or more low points, which can be arranged below the horizontal sections of the track and also below the ground.

An acceleration zone on the ring section can be arranged, for example, on a horizontal or slightly inclined valley section of the gradient section. The gradient area(s) are also advantageous in the event of a switch failure. They can be a useful addition to the braking function of the acceleration section.

The guide track can be designed in different ways. It is advantageously designed as a rail track, which has, for example, several, in particular two, parallel and transversely connected rails for guiding the passenger carrier and its chassis. The rails or guide rails can, for example, have a round cross-section. They can be surrounded by guide rollers of the chassis on several sides, e.g. above and below and on one side. The switch design with rigid and laterally spaced as well as movable and adjustable track sections is particularly suitable for this.

The passenger carrier can have several passenger seats, e.g. seats arranged in a row lengthways and/or across the direction of travel. The passenger seats can all have the same orientation along the longitudinal axis of the passenger carrier or along the direction of travel. This means that all passengers look in the same direction.

In one variant, several passenger supports on the passenger carrier can be oriented in opposite directions along the direction of travel. Some of the passengers look forwards and others look backwards.

Further advantageous embodiments of the invention are specified in the subclaims.

Figur 1:

eine perspektivische Ansicht eines Fahrgeschäfts,

Figur 2:

eine Draufsicht des Fahrgeschäfts von Figur 1,

Figur 3:

eine geklappte Seitenansicht des Fahrgeschäfts von Figur 1,

Figur 4 und 5:

zwei Varianten eines Fahrgastträgers in Seitenansicht,

Figur 6:

eine Draufsicht des Fahrgastträgers von Figur 5,

Figur 7:

eine vergrößerte ausschnittsweise Seitenansicht des Fahrgastträgers von Figur 4,

Figur 8:

eine Stirnansicht des Fahrgastträgers gemäß Pfeil VIII von Figur 4,

Figur 9 und 10:

eine perspektivische Ansicht und eine Seitenansicht einer Variante des Fahrgeschäfts,

Figur 11:

eine Seitenansicht einer weiteren Variante des Fahrgeschäfts und

Figur 12:

eine Draufsicht auf eine Weiche.

The invention is illustrated by way of example and schematically in the drawings. In detail:

Figure 1:

a perspective view of a ride,

Figure 2:

a top view of the ride from Figure 1 ,

Figure 3:

a folded side view of the ride from Figure 1 ,

Figure 4 and 5:

two variants of a passenger carrier in side view,

Figure 6:

a top view of the passenger carrier of Figure 5 ,

Figure 7:

an enlarged partial side view of the passenger carrier of Figure 4 ,

Figure 8:

a front view of the passenger carrier according to arrow VIII of Figure 4 ,

Figure 9 and 10:

a perspective view and a side view of a variant of the ride,

Figure 11:

a side view of another variant of the ride and

Figure 12:

a top view of a switch.

The invention relates to a ride (1) or a roller coaster. The invention also relates to a special design of a passenger carrier (3).

The ride (1) has a track (2) with a guide track (5) extending along the track (2), along which a passenger carrier (3) travels in a direction of travel (18, 19). Figure 1 to 3 show a first variant of a route (2). In Figure 9 and 10 A second variant is shown.

The direction of travel (18,19) refers to the travel movement of the passenger carrier (3) relative to the travel path (2) or guide track (5). The passenger carrier (3) itself has a direction of movement that refers to its orientation. The direction of movement can be forwards or backwards.

The guide track (5) is designed, for example, as a rail guide with two parallel rails connected transversely to one another and a supporting structure. The guide track (5) can be arranged on supports (13). It can have transverse inclinations, particularly in the curve area. The guide track (5) works together with a chassis (4) of the passenger carrier (3). The guide track (5) can alternatively be designed differently, e.g. as a single-rail guide or in another way.

In the embodiments shown, a single passenger carrier (3) is traveling on the route (2). Alternatively, several passenger carriers (3) can travel on the route (2) at a suitable distance from one another.

How Figure 1 , 2 and 3 as well as Figure 9 and 10 To illustrate, the route (2) is divided into a finite feed section (7) and a ring section (8) at one end. Between the feed section A switch (9) is arranged between the track (7) and the ring section (8). This can be arranged on the ground or, as shown, at a distance above it on a frame. Figure 12 shows the switch (9) in a broken and enlarged view.

The switch (9) has different or differently curved track sections (22,23) of the guide track (5). These can be rail track sections in particular. In the variants shown, one track section (22) has a substantially straight design and connects the feed section (7) with a straight section of the adjoining ring section (8). The other track section (23) has a curved shape and connects the feed section (7) with a curved end section of the ring section (8). This is in Figures 1 , 2 and 9 to clarify the route in the switch area. In practice, it would be interrupted in the switch position shown, as is also the case Figure 12 In another embodiment not shown, all track sections (22,23) can have a curved shape.

The switch (9) has a branch (9') at one end of the switch. This is arranged at the connection point of the feed line (7). At the branch (9') the track sections (22, 23) are closer to each other than at the other end of the switch.

The switch (9) enables the passenger carrier (3) to move from the feed section (7) into the ring section (8) and to move from the ring section (8) back to the feed section (7). The direction of movement of the passenger carrier (3), e.g. forward travel, can remain the same.

The switch (9) can be constructed in different ways. In the embodiment shown, the track sections (22, 23) are designed as separate and preferably rigid rail sections and are laterally spaced apart from one another. At the junction (9') their distance is smaller than at the other end of the switch. The track sections (22, 23) of the switch (9) are arranged so that they are movable and adjustable. They are arranged, for example, on a switch table (24) that is controllably driven and movable transversely to the guide track (5), e.g. a sliding table or a swivel table. Figure 1 , 2 , 9 and 12 show, for example, a sliding table with the track sections (22,23). In a swivel table, the track sections (22,23) can be arranged on a turntable that rotates about the vertical axis or on the casing of a swivel body that rotates about a horizontal axis.

The switch table (24) can, by means of a table movement, bring either one track section (22) or the other track section (23) into an aligned connection position with the end of the feed section (7) on the one hand and one or the other end of the ring section (8) on the other. The feed section (7) has a stationary track section (30) at its end and at the connection point to the switch (9) there. The ring section (8) also has stationary track sections (31, 32) at both its ends and at the connection points to the switch (9). The latter have a different curvature. The switch-side and the stationary track sections (22, 23, 30, 31, 32) are designed in the same way.

The correct position of the switch table (24) can be established by form contacts. It can be detected by a detection device (33) and reported to a control unit (34) of the ride (1). The latter are in Figure 2 shown schematically. The control (34) also operates the switch (9).

In another embodiment, the track sections can be partially movable and connected to one another. The track sections (22, 23) of the switch (9) can also be rigid and stationary, with a movable and adjustable switch tongue being arranged at the junction.

In the embodiments shown, the finite feed section (7) has a substantially straight extension. It is connected to the ring section (8) at one end. At the other end of the feed section (7) there is a dead end section (10) with an upright and preferably steep braking ramp (11). The braking ramp (11) has, for example, a straight extension and is almost vertical at the upper end. Alternatively, a flatter or even an overhanging design is possible. Figure 11 shows such an embodiment with a partial loop (11'). The braking ramp (11) can also have a curved shape with one or more turns. In another embodiment not shown, the feed section (7) can have a different and possibly curved course.

The track (2) has one or more, e.g. two, acceleration areas (14, 15), at each of which a drive means (16) for the passenger carrier (3) is arranged. The drive means (16) is located on the track (2) and is preferably arranged in a stationary manner. The drive means (16) are connected to the control (34) of the ride (1).

The drive means (16) is in Figure 2 designed as a friction wheel drive. The preferably several friction wheels (26), which are driven in rotation by a drive motor (27), are lined up along the guide track (5) and act on a drive element (28), e.g. an axial drive blade, on the underside of the passenger carrier (3). In Figure 7 and 8th such a drive means (16) is indicated by way of example. The controllable and, if necessary, adjustable, eg electric drive motors (27) can be designed as three-phase motors with frequency converters or in another way. The friction wheels (26) act, eg from below in frictional contact against the drive element (28). Alternatively, a horizontal arrangement of individual friction wheels or pairs of friction wheels with lateral frictional engagement on the drive element (28) is possible.

Alternatively, it can be designed as an electric linear motor or in another suitable manner, e.g. as a catapult or towing drive with a towing carriage, towing rope or the like. An electric linear motor has, for example, a stationary coil arrangement on the guide track (5) and a magnet arrangement on the passenger carrier (3).

The drive means (16) and its components are preferably arranged centrally symmetrically. They act in both directions of travel (18, 19).

A suitably designed drive means (16), e.g. a friction wheel drive or an electric linear motor, can also be used to brake a moving passenger carrier (3). An electric drive motor (27) can be used for braking in a generator-like manner, for example.

In the embodiment shown by Figure 1 to 3 An acceleration zone (14) is arranged on the feed section (7). It is located in front of the switch (9). Another and eg second acceleration zone (15) is arranged on the ring section (8). It can be located approximately in the middle section.

Both acceleration ranges (14,15) are welcome. Figure 2 act in opposite directions of travel (18,19). Depending on the position of the switch (9), the ring section (8) can also be traveled through in different directions of travel (18,19). For example, travel is possible in the direction of travel (18) clockwise and in the direction of travel (19) anti-clockwise. The drive means (16) arranged in the relevant acceleration area (14,15) can be switched in its drive direction and can drive and accelerate the passenger carrier (3) in opposite directions. The drive means (16) and its components are preferably arranged centrally symmetrically. They act in both directions of travel (18,19).

One or both acceleration areas (14, 15) can have a switchable braking function. The drive means (16) located here can be switched between a drive mode and a braking mode. The said braking and switching can also be combined. An approaching passenger carrier (3) can be braked to a standstill and then driven and accelerated in the opposite direction.

The drive means (16) can be coupled to the detection device (33) on the switch (9), which detects and signals any incorrect positions or operational faults of the switch (9). In the event of a switch fault, the braking function and in particular the braking mode are switched on. A braking function can additionally or alternatively be implemented by separate switchable braking means on the relevant acceleration area (14, 15). The braking function can be switched on via the said control (34).

How Figure 1 , 2 and 3 as well as Figure 9 and 10 As can be seen from the diagram, the ring section (8) can have one or more gradient areas (12). These have mountain and valley sections, on which the passenger carrier (3) travels up and down. A so-called high point (25) is arranged on each of the one or more mountain sections and, if necessary, on the high switch (9). In the embodiment shown by Figure 1 , 2 and 3 There are two gradient areas (12) with two high points (25) connected to the switch (9). A third high point (25) is located at the switch (9). Between the gradient areas (12) there is a horizontal valley section, on which the acceleration area (15) is preferably located. A further valley section can be located between the second gradient area (12) in the direction of travel (18) and the switch (9). Figure 3 shows this elevation profile.

In the variant of Figure 9 and 10 only one gradient area (12) and two high points (25) are arranged. Figure 11 also shows a variant. In other embodiments not shown, the route of the ring section (8) and the number and arrangement of the gradient areas (12) and the high points (25) can be modified.

The finite feed section (7) is connected at one end to the switch (9) and via this to the ring section (8). At the other end there is a dead-end section (10) with the upright, preferably steep braking ramp (11). This ensures the braking and the reversal of the direction of travel of the passenger carrier (3). The passenger carrier (3) uses its kinetic energy to travel up the braking ramp (11) until it comes to a standstill, then reverses its direction of travel and travels back along the feed section (7) in the opposite direction and then travels to the switch (9) and the ring section (8).

The acceleration area (14) or its drive means (16) can initially drive and accelerate the passenger carrier (3) in the direction of the dead-end section (10) and the braking ramp (11). On the aforementioned return journey, the acceleration area (14) or its drive means (16) can again drive and accelerate the passenger carrier (3) in the opposite direction and towards the ring section (8). The passenger carrier (3) therefore moves on the feed section (7) in different and opposite directions (18,19). The drive means (16) can be switched over with its drive direction.

On the ring section (8) the passenger carrier can also move in different and opposite directions (18,19). Depending on the switch position, it can travel straight ahead in the direction of travel (18) through the ring section (8) or, for example, to the right in the opposite direction (19) through the ring section (8). The acceleration area (15) and its drive means (16) can be switched accordingly.

A station (6) with a platform for passengers to board and disembark is located on the feeder line (7). The acceleration area (14) can be located at or in the station area. The station (6) is located between the switch (9) and the dead-end section (10) as well as the braking ramp (11).

The route (2) can be partially or completely surrounded by a tunnel-like enclosure (29). The enclosure (29) can be Figure 8 especially in the station area.

A braking section (17) can also be arranged on the feed section (7), which is arranged, for example, between the station (6) and the dead-end section (10). The braking section (17) can be arranged on the acceleration area (14) The braking section (17) can act on one side and can primarily brake the passenger carrier (3) returning from the braking ramp (11) before it enters the station (6). The braking section (17) is connected upstream of the acceleration area (14) and its drive means (16). The braking section (17) can be switched and controlled by means of the control (34). It can, for example, only be switched on or activated for the passenger carrier (3) to enter and exit the station (6).

Figure 4 to 8 illustrate an example of a passenger carrier (3). In the embodiments shown, the passenger carrier (3) is formed as a train of several, e.g. three, cars. The passenger carrier (3) is movably guided by means of a chassis (4) on the guide track (5) for a travel movement in one direction of travel (18, 19). The chassis (4) has several preferably articulated supports, each with several freely rotating guide rollers, which are arranged around a guide rail, preferably round in cross-section, and surround it on several sides. With a different guide track (5), the chassis (4) is designed and adapted accordingly differently.

The carriages are coupled to one another in an articulated manner so that the carriage train can follow the curves of the guideway (5) and the track (2). In the embodiment shown, the passenger carrier (3) is arranged standing on the guideway (5) by means of the chassis (4). Alternatively, a hanging arrangement on the underside of a suitably designed guideway (5) is also possible.

The passenger carrier (3) is happy to point out. Figure 4, 5 and 6 several passenger seats (20,21). In the variant of Figure 4 all passenger seats (20) have the same orientation and the direction of view of the passengers. They are aligned, for example, along, in particular parallel to the longitudinal axis of the passenger carrier (3) or along/parallel to the direction of movement or driving direction (18,19). Alternatively, the passenger supports (20,21) can be aligned at an angle to the direction of movement or driving direction (18,19). If the passenger carrier (3) reverses its direction of travel, for example on the braking ramp (11), the passengers travel backwards for some distances.

Figure 5 and 6 show a variant with independent inventive significance. The passenger carrier (3) has one or more passenger receptacles (20) with a first orientation and one or more passenger receptacles (21) with a second and different, in particular opposite, orientation. The orientation of the passenger receptacles (20, 21) is in the aforementioned manner along the longitudinal axis or direction of travel (18, 19). Within a carriage of the carriage train, the passenger receptacles (20, 21) located here preferably have the same orientation among one another.

The passenger seats (20,21) can be arranged according to Figure 7 be designed as seats with a seat shell and backrest as well as a restraint device for a passenger. Alternatively, another design as a bed, as a saddle or in another way is possible.

The ride (1) allows different sequences of movements of the passenger carrier (3) along the track (2). The following examples are available.

In a first sequence, the passenger carrier (3) at the station (6) is driven and moved in the direction of travel (18) to the dead-end section (10) and the braking ramp (11) after the passengers have boarded. After the direction of travel is reversed there, the passenger carrier (3) travels unbraked through the station (6) and can, if required, be driven and accelerated at the acceleration area (14) in the direction of travel (19). At the switch (9), it travels through the curved track section (23) in the direction of travel (19) through the ring section (8) and is driven and accelerated again at the acceleration area (15). The passenger carrier (3) then travels back over the straight track section (22) of the switch (9) to the feeder section (7), traveling unbraked through the station (6) in the direction of travel (18) and being driven and accelerated again at the acceleration area (14) towards the dead end section (10) and braking ramp (11). On the return journey, the passenger carrier (3) can enter the station (6) with the brakes on so that passengers can disembark. Alternatively, it can travel through the station (6) again and perform a second movement cycle as described above in the direction of travel (19).

In a second sequence, the passenger carrier (3) can travel from the station (6) to the braking ramp (11) and on the way back in the manner described above, first in the direction of travel (19) through the ring section (8) back to the station (6) and further to the braking ramp (11) and on the way back over the straight track section (22) in the opposite direction of travel (18) through the ring section (8) again to the braking ramp (11) and then back to the station (6) for the passengers to disembark.

In a third sequence, the previously described sequences 1 and 2 can be driven through one after the other. The route (2) is thus driven four times.

In a fourth sequence, the ring section (8) can be traversed twice in the direction of travel (18) with an intermediate stop over the braking ramp (11).

In addition, other modified sequences are possible. Despite the relatively short and inexpensive route (2), they allow a journey of any length and variety for the passengers. Furthermore, a rocking ride between the high points (25) with reversal of the direction of travel can take place on a gradient area (12) using the switchable acceleration area (15).

For driving along the ring route (8) in the direction of travel (18), a modification of the route and the gradient areas (12) can be advantageous. A flattening of the second gradient area in the direction of travel (18) can be advantageous for this, as in the second variant of Figure 9 and 10 In addition, an extension of the track section between the switch (9) and the acceleration area (15) in the direction of travel (18) is advantageous.

The acceleration area (14) on the feed line (7) and its drive means (16) can drive or accelerate the passenger carrier (3) towards the dead end section (10) and braking ramp (11) with varying degrees of strength. The passenger carrier (3) therefore travels to different heights on the braking ramp (11), with the potential energy changing accordingly. If an unbraked passage through the station (6) is then planned on the return journey, the drive and acceleration power as well as the momentum can be higher than at a station stop. Even during an initial travel movement from a standstill in the station (6) to the braking ramp (11), the drive and acceleration power as well as the momentum can be moderate.

Figure 11 shows a further modification of the ride (1) and its track (2) with a finite feeder track (7) and a ring track (8). The feeder track (7) has a track area arranged near the ground at the station (6) and then a track area up to a high switch (9) over a considerable gradient (12) rising track section. At the other end of the feeder track (7) there is a dead end track (10) with a steep braking ramp (11). The braking ramp (11) has an overhanging and bent back shape in the form of a partial loop (11'). The passenger carrier can travel a short distance over the zenith of the partial loop (11'), whereby the center of gravity remains below the zenith and gravity moves the passenger carrier back and downwards after it has come to a standstill.

The ring section (8) has a high point (25) and a low point (25') below ground level. The high point (25) is above the switch (9), which in turn is located above the low point (25'). Both points (25,25') connect directly to the switch (9) via gradient areas (12). The ring section (8) has an inversion and a loop-like arch shape at the high point (25). The rest of the route leads in a loop over a small mountain section to the low point (25') and from there back to the switch (9) and the feeder section (7). The aforementioned acceleration and braking areas (14,15,17) are located at suitable points on the route (2).

At the ride (1) of Figure 11 the driving sequences described above are possible. The high switches (9) and the dead-end section (10) also enable the passenger carrier to rock on the feed section (7).

Modifications of the embodiments shown and described are possible in various ways. In particular, the features of the various embodiments and variants mentioned can be combined with one another as desired within the scope of the claims and, if necessary, also interchanged.

In a modification, the braking section (17) can be omitted. Braking and positioning in the station (6) can, if necessary, be carried out by the acceleration section (14).

In a modification, the drive means (16) can be formed by a local, e.g. electrical, energy supply on the track (2) or guideway (5) and a drive unit carried on the passenger carrier (3). The energy supply can be formed, e.g., by electrical sliding contacts or other current transformers. The drive unit can, e.g., comprise one or more preferably electrical motors, which drive rollers of the passenger carrier (3), friction wheels, gears or the like.

For use as a family coaster and in the embodiments shown, the guideway has a moderate design, e.g. with transverse inclinations of up to approx. 90°. The ride (1) can alternatively, e.g. according to Figure 11 , be designed for stronger thrills and have inversions, e.g. loops, cork screws or similar, as well as a significantly higher braking ramp (11), possibly with overhang.

LIST OF REFERENCE SYMBOLS

1

Ride, Roller Coaster

2

Driving distance

3

Passenger carrier

4

landing gear

5

Guideway

6

Railroad station

7

Feed line

8th

Ring route

9

Switch

9'

branch

10

Dead end stretch

11

Braking ramp

11'

Partial looping

12

Slope area

13

Stand

14

Acceleration range

15

Acceleration range

16

Propulsion system

17

Braking range

18

Direction of travel

19

Direction of travel

20

Passenger reception

21

Passenger reception

22

Railway section at switch

23

Railway section at switch

24

Switch table

25

High point

25'

Low point

26

Drive element, friction wheel

27

Drive motor

28

Propellant, propellant beam

29

Enclosure

30

Stationary track section on feed line

31

Stationary railway section on ring route

32

Stationary railway section on ring route

33

Recording device

34

steering

Claims (18)

1. Amusement ride with a travel track (2), on which a passenger carrier (3) travels along a guide track (5), the travel track (2) having a feed track (7), a ring track (8) and a track switch (9) which is arranged in between and has track portions (22, 23) with different curvatures of the guide track (5) and a branch (9') which is arranged at the junction point of the feed track (7), characterized in that the track switch (9) makes it possible for the passenger carrier (3) to enter from the feed track (7) into the ring track (8) and to exit from the ring track (8) back onto the feed track (7), the passenger carrier not needing to change its direction of travel for this purpose, the feed track (7) having a finite form, and the feed track (7) having a dead end track (10) with an erect, preferably steep brake ramp (11) or a part loop (11') for the deceleration and reversal of the travel direction of the passenger carrier (3) .
2. Device according to Claim 1, characterized in that the track switch (9) connects the one end or the junction point of the feed track (7) to the two ends or junction points of the ring track (8).
3. Device according to Claim 1 or 2, characterized in that the branch (9') is arranged at the one track switch end, the track portions (22, 23) with different curvatures being at a smaller mutual spacing at the branch (9') than at the other track switch end.
4. Device according to Claim 1, 2 or 3, characterized in that the track switch (9) is arranged on a frame at a spacing above the underlying surface.
5. Device according to one of the preceding claims, characterized in that the travel track (2) has one or more preferably finite acceleration regions (14, 15) for the passenger carrier (3), a drive means (16) preferably being arranged in a stationary manner on the travel track (2), preferably at an acceleration region (14, 15).
6. Device according to Claim 5, characterized in that one acceleration region (14) is arranged on the feed track (7) in front of the track switch (9), and another acceleration region (15) is arranged on the ring track (8) .
7. Device according to Claim 5 or 6, characterized in that at least one acceleration region (14, 15) acts in opposed travel directions (18, 19), it being possible for the drive direction of the drive means (16) to be switched over.
8. Device according to Claims 6 and 7, characterized in that the acceleration region (14) on the feed track (7) acts in opposed travel directions.
9. Device according to one of Claims 5 to 8, characterized in that the drive and acceleration performance of at least one acceleration region (14, 15), in particular its drive means (16), is variable and controllable.
10. Device according to one of Claims 5 to 9, characterized in that at least one acceleration region (14, 15) has a switchable brake function.
11. Device according to Claim 10, characterized in that at least one acceleration region (14, 15) has a switchable brake function in the case of a malfunction of the track switch (9), the acceleration region (14, 15) being coupled to a detection device (33) at the track switch (9).
12. Device according to one of the preceding claims, characterized in that a station (6) for boarding and disembarking the passengers is arranged on the feed track (7), the station (6) being arranged between the dead end track (10) and the track switch (9).
13. Device according to Claim 12, characterized in that a switchable brake region (17) for the passenger carrier (3) is arranged at the station (6), at which brake region the passenger carrier can be braked as required before entering the station (6) or can even be brought to a standstill, or unbraked transit is possible.
14. Device according to one of the preceding claims, characterized in that the travel track (2), in particular the ring track (8), has one or more slope regions (12), the ring track (8) preferably having one or more high points (25) and possibly one or more low points (25'), the high point or points (25) being arranged at a distance below the other, in particular horizontal, track portions and possibly above the underlying surface of the amusement ride (1).
15. Device according to Claim 14, characterized in that the slope regions (12) have peak and trough portions and uphill and downhill track portions, an acceleration region (15) on the ring track (8) being arranged in a horizontal or slightly inclined downhill portion of the slope region (12).
16. Device according to one of the preceding claims, characterized in that the track portions (22, 23) of different curvature of the track switch (9) are configured as separate and preferably rigid rail track portions, the track portions (22, 23) of different curvature being arranged spaced apart laterally from one another and such that they can be moved and adjusted, and the track switch (9) having a controllably driven track switch table (24) which can be moved transversely with respect to the guide track (5) and on which the track portions (22, 23) of different curvature of the guide track (5) are arranged.
17. Device according to one of the preceding claims, characterized in that the ring track (8) has a form which is closed by means of the track switch (9), it being possible, in a sequence of travel movements of the passenger carrier (3) along the travel track (2), for the passenger carrier (3) to be driven and moved at the station (6), after boarding of the passengers, in a first direction of travel (18) towards the dead end track (10) and towards the brake ramp (11) and, after a reversal of the travel direction there, travelling through the station (6) in an unbraked manner, and it being possible for it to be driven and accelerated in the second direction of travel (19) on the acceleration region (14) as required, the passenger carrier (3) travelling at the track switch (9) through the curved track portion (23) in the second direction of travel (19) through the ring track (8), and being driven and accelerated again at the acceleration region (15), and the passenger carrier (3) then travelling back via the straight track portion (22) of the track switch (9) onto the feed track (7), this passenger carrier travelling through the station (6) in the direction of travel (18) in an unbraked manner, and again being driven and accelerated in the direction towards the dead end track (10) and towards the brake ramp (11) at the acceleration region (14), the passenger carrier (3) travelling, on the return trip, into the station (6) for disembarking the passengers or, as an alternative, travelling through the station (6) again and carrying out a second above-described movement cycle in the direction of travel (19), or the passenger carrier (3) travelling on the return trip via the straight track portion (22) in the opposite direction of travel (18) through the ring track (8) again to the brake ramp (11) and then back into the station (6) for disembarking the passengers.
18. Device according to one of the preceding claims, characterized in that the amusement ride (1) is installed in a different surrounding larger complex as a separate additional, in particular family-friendly, attraction, and/or scenery, for example a lake or the like, is arranged at the amusement ride (1) and possibly in the region of the travel track (2).

Images