EP4178699A1 - Rail à treillis et ensemble de montagnes russes équipé de celui-ci - Google Patents

Rail à treillis et ensemble de montagnes russes équipé de celui-ci

Info

Publication number
EP4178699A1
EP4178699A1 EP21732867.3A EP21732867A EP4178699A1 EP 4178699 A1 EP4178699 A1 EP 4178699A1 EP 21732867 A EP21732867 A EP 21732867A EP 4178699 A1 EP4178699 A1 EP 4178699A1
Authority
EP
European Patent Office
Prior art keywords
rail
truss
profiles
tube
vertical
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP21732867.3A
Other languages
German (de)
English (en)
Other versions
EP4178699B1 (fr
Inventor
Werner Stengel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ingenieurbuero Stengel GmbH
Original Assignee
Ingenieurbuero Stengel GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ingenieurbuero Stengel GmbH filed Critical Ingenieurbuero Stengel GmbH
Publication of EP4178699A1 publication Critical patent/EP4178699A1/fr
Application granted granted Critical
Publication of EP4178699B1 publication Critical patent/EP4178699B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63G—MERRY-GO-ROUNDS; SWINGS; ROCKING-HORSES; CHUTES; SWITCHBACKS; SIMILAR DEVICES FOR PUBLIC AMUSEMENT
    • A63G7/00—Up-and-down hill tracks; Switchbacks

Definitions

  • the present invention relates to a framework rail for a roller coaster or a similar amusement ride, with two rail tubes that can be used directly with a carriage arrangement and a chord tube that cannot be driven on, and vertical truss profiles that stiffen the rail tubes and the chord tube with one another and which comprise vertical diagonal profiles, which alternately rise and fall diagonally between the chord tube and the respective rail tube.
  • the invention relates to a roller coaster arrangement, comprising a carriage arrangement and at least one framework rail of the aforementioned type.
  • Such rails and assemblies are known from the prior art.
  • These rail systems include, for example, rails made of wood or steel, with one or more rail profiles of any shape, in which case the load-bearing capacity of the rail or the individual rail profiles, hereinafter also referred to as rail tubes, can be improved by bracing with framework profiles.
  • the present invention relates to a common embodiment of a rail, which is designed as such a truss rail, and usually consists of two directly navigable rail tubes and a third non-navigable chord tube.
  • the rail tubes and the chord tubes are usually designed with the same diameter and, moreover, are usually designed as tubes or the like with a round profile.
  • Truss profiles are used to stiffen the rail tubes and chord tubes, which run between the individual tubes and stiffen them.
  • the framework profiles are arranged in such a way that they do not prevent the wheels or other parts of the train from running freely along the rails and in particular the rail tubes.
  • truss profiles include vertical truss profiles with vertical diagonal profiles and post profiles, as well as horizontal truss profiles with horizontal diagonal profiles and cross profiles.
  • the infill on such truss rails has the posts and/or transverse profiles in the normal section of the rail, i.e. in the bulkhead plane, and the vertical diagonal profiles and horizontal diagonal profiles in the fields between these "bulkheads".
  • 3-belt lattice rails there are also 4-belt lattice rails with two directly mobile rail tubes and two non-trafficable chord tubes, which are also connected to each other via truss profiles, whose statics and driving dynamics are not comparable to a 3-chord truss rail.
  • the inven tion is directed to a 3-belt truss rail, in particular to a specialist rail consisting of two directly passable rail tubes and a third, single or single, non-navigable chord tube, i.e. a specialist rail with a total of three rail tubes.
  • a right and a left rail tube are connected by means of stiffening transverse profiles.
  • a chord tube is coupled to the rail tubes via post profiles, with the post profiles connecting to the cross profiles mentioned above.
  • Standard designs of vertical diagonal profiles run diagonally between the individual post profiles.
  • Horizontal diagonal profiles run at rail level between the individual cross profiles.
  • an arrangement for a steel framework rail is known from utility model DE 20 2015 001 425 U1, in which post profiles are omitted in the connection area of vertical diagonal profiles on the rail tube.
  • This arrangement is shown in Figs. 8A and 8B and will be described later in detail.
  • FIGS. 8A and 8B in This arrangement requires mullion profiles at the connection areas of the vertical diagonal profiles on a chord tube in order to ensure load-bearing behavior in accordance with the applicable standards.
  • a rail joint is part of a truss node.
  • the object of the present invention is therefore to provide an improved truss rail that can be manufactured with comparable global load-bearing behavior with a low volume of welding and reduced material costs as well as an improved impact situation.
  • a truss rail for an amusement ride with two rail tubes that can be driven over directly with a car arrangement, a non-navigable chord tube, and vertical truss profiles that stiffen the rail tubes and the chord tube together and include the vertical diagonal profiles that run diagonally between the chord tube and the respective rail tube alternately rising and falling, with at least one connection area or truss node of the vertical diagonal nalprofile on the chord tube no further vertical truss profile and in particular no post profile is connected to it.
  • roller coaster arrangement comprising a carriage arrangement and at least one truss rail according to the type mentioned above and described in more detail below.
  • steel truss rail is understood to mean any truss rail made of a metallic material or similar statically effective material.
  • the invention should not be limited to steel truss rails, so the use of materials is also conceivable that have material properties similar to steel, such as aluminum, fiber composites based on carbon fibers, glass fibers, nylon fibers, ceramic fibers, aramid fibers, or natural fibers.
  • Composite wood materials are also conceivable for use in truss rails.
  • a truss rail is understood to mean a rail whose rail tubes and chord tubes are connected by means of truss profiles, such as the vertical kale truss profiles and horizontal truss profiles are reinforced, these truss profiles are preferably loaded mainly as standard bars.
  • Rail arrangements are also understood in which, due to a substantially rigid connection of the framework profiles to the rail tube or the chord tube, the framework profiles are also subjected to bending loads.
  • Rail pipe or pipe is understood to mean any type of pipe with a cross-sectional geometry that is suitable for load transfer. It is preferably understood to mean closed-walled carriers and, above all, tubes with a circular cross-section. However, other tube geometries can also be used. These are also referred to under the term “tube” within the scope of the invention. This includes rectangular profiles, box profiles or similar closed profiles, but also open profiles such as T-profiles, I-profiles, multi-layer or multi-element profiles, etc.
  • no further vertical truss profile is connected to the truss rail described here in at least one connection area of the vertical diagonal profiles on the chord tube.
  • vertical post profiles are statically indispensable at least in the connection area of the vertical diagonal profiles on the chord tube
  • post profiles are dispensed with in at least one connection area. This has several advantages.
  • the number of connections in the at least one connection area on the chord tube is reduced. This reduces, for example, the weld volume, which is proportional to the square of the wall thickness of the welded profiles.
  • the material costs are reduced because there are no other vertical framework profiles such as post profiles. The result is therefore reduced material costs and a reduced overall weight of the rail.
  • a ratio of the pipe diameter (D) to the wall thickness (thickness t), referred to below as the D/t ratio, can be greater than 6 or greater than 7 in the structure according to the invention, with in particular only four vertical framework profiles that open into a connection area , or greater than 8, or greater than 9, or greater than 10, or greater than 1 1 , or greater than 12.
  • the connecting seams of the vertical diagonal profiles connected to the chord tube can have a minimum distance from one another, which is always smaller than the diameter of the vertical diagonal profiles in the connection area.
  • the truss rail can be made of steel and the connecting seam can be a weld seam.
  • no further vertical truss profile in particular a post profile, is preferably connected to any connection areas of the vertical diagonal profiles on the chord tube.
  • the panel section can have two connection areas on the chord tube.
  • post profiles can be provided in a support section of the framework rail in the connection area of the vertical diagonal profiles on the chord tube or on the respective rail tube, which run essentially orthogonally between the chord tube and the respective rail tube and are connected directly to the chord tube and the rail tube.
  • orthogonal means in particular that the post profiles on at least one tube of the truss rail, viewed in the side view of the truss rail, essentially are essentially connected vertically.
  • Orthogonal preferably also means that the post profiles are guided essentially in the bulkhead plane of the framework rail.
  • the support width of the rail tubes can be reduced by the post profiles.
  • the post profiles can improve the transfer of loads from the rail tubes into the support pillars in the support section.
  • no vertical truss profile and in particular no post profile can be connected to the respective rail tube.
  • no further vertical framework profile or in particular a post profile is preferably connected in at least one connection area of the vertical diagonal profile to the respective rail tube.
  • a post profile is therefore preferably dispensed with, which further reduces the cost of materials and the amount of welding required and also improves the overall impression of the truss rail.
  • the rail tubes are preferably connected to one another in a stiffening manner via horizontal framework profiles.
  • the horizontal truss profiles comprise transverse profiles which essentially run orthogonally between the rail tubes, with the transverse profiles being connected directly to the rail tubes.
  • the transverse profiles preferably run in the area of the connection points of the vertical diagonal profiles in the rail tubes.
  • the vertical diagonal profiles can therefore be connected directly to a transverse profile in the connection area to the respective rail tube.
  • the horizontal framework profiles can preferably also comprise horizontal diagonal profiles which run diagonally between the rail tubes and which are connected directly to at least one cross profile, preferably two cross profiles, close to the rail tubes.
  • the vertical truss profiles are preferably connected to the rail tubes or coupled to them, for example via the transverse profiles, in such a way that a chassis clearance for a chassis of the carriage arrangement is formed on the top, bottom and outside of the rail tube.
  • the upper side is defined here as the space above a plane formed by the rail tubes, which points away from the chord tube.
  • direct connection of vertical diagonal profiles to the rail tubes can have an influence on the running gear clearance.
  • the invention also relates to a roller coaster arrangement comprising a carriage arrangement and at least one truss rail of the type mentioned above and described in detail below Rail tube of the steel framework rail encloses the top, bottom and outside. All versions mentioned here, special features and advantages of the steel framework rail according to the invention can be transferred to such a roller coaster arrangement and vice versa.
  • Figure 1 is a schematic view of a roller coaster assembly having a truss rail and a carriage assembly according to the invention
  • Figure 2A is an isometric view of one embodiment of the truss rail of the present invention.
  • Figure 2B is a plan view of the embodiment of Figure 2A
  • Figure 2C is a side view of the embodiment of Figure 2A;
  • FIG. 3 shows a detailed view of the connecting seams in the connection area of the vertical diagonal profiles in an embodiment of the truss rail according to the invention
  • Figure 4A is a side view of a panel portion of one embodiment of the truss rail of the present invention.
  • 4B is an isometric detailed view of bearing sections of an embodiment of the truss rail according to the invention.
  • 4C is an isometric detail view of a butt portion of an embodiment of the truss rail of the present invention.
  • Figure 5A is an isometric view of another embodiment of the truss rail of the present invention.
  • Figure 5B is a plan view of the embodiment of Figure 5A;
  • Figure 5C is a side view of the embodiment of Figure 5A;
  • Figure 5D is an isometric view of one embodiment of the truss rail of the present invention.
  • Figure 5E is a top view of the embodiment of Figure 5D;
  • Figure 5F is a side view of the embodiment of Figure 5D;
  • Figure 6A is an isometric view of another embodiment of the truss rail of the present invention.
  • Figure 6B is a top view of the embodiment of Figure 6A;
  • Figure 6C is a side view of the embodiment of Figure 6A;
  • Figure 7A is an isometric view of another embodiment of the truss rail of the present invention.
  • Figure 7B is a top view of the embodiment of Figure 6A;
  • Figure 7C is a side view of the embodiment of Figure 7A
  • Figure 8A is an isometric view and Figure 8B is a side view of a prior art steel truss rail;
  • FIG. 9 shows a side view of a steel truss rail without post profiles.
  • a steel truss rail 100 known from the prior art is shown in isometric view and side view.
  • This steel framework rail 100 has vertical post profiles 1 18b in connecting areas 120 of vertical diagonal profiles 1 18a on a chord tube 1 16.
  • An assumption that prevails in the prior art is that these vertical post profiles 118b are statically necessary at least in the connection area 120 on the chord tube 116.
  • a steel truss rail 100' according to the invention which dispenses with these post profiles 118b, as illustrated in FIG. or material weights.
  • the omission of the post profiles as shown in Fig.
  • connection area 120 offers the possibility of attaching the vertical diagonal profiles 1 18a in the connection area 120 on the chord tube 1 16 at a small distance from one another on the chord tube 1 16, so that the four vertical diagonal profiles 1 18a are more or less pointwise in the Connection area 120 can converge, as illustrated in Fig. 2C and Fig. 3 in the further inventive truss rail 10 in the connection area 20.
  • a carriage arrangement 32 can have a chassis 33 with running wheels, which surrounds at least one rail tube of the truss 10 on the top, bottom and outside.
  • the chassis is shown schematically in FIG. 1 and can have various configurations.
  • the landing gear rail 10 is stabilized by support posts 34 .
  • the roller coaster arrangement 30 is usually made of a material which enables a high level of operational reliability in order to ensure safe travel for the passengers. Steel, for example, can be advantageous as a material for the roller coaster arrangement 30, but wood can also be used
  • Fig. 2A shows an isometric view of an embodiment of the truss rail 10.
  • the truss rail 10 comprises two rail tubes 12, 14 that can be driven over directly by the carriage arrangement 32 and a chord tube 16 that cannot be driven on.
  • the truss rail 10 has vertical truss profiles 18 on which bind the rail tubes 12, 14 and the chord tube 16 with each other stiffening ver.
  • the vertical truss profiles 18 are connected to the rail tubes 12, 14 in such a way that a running gear clearance for the running gear 33 of the carriage arrangement 32 is formed on the top, bottom and outside of the rail tube 12, 14.
  • the vertical framework profiles 18 include vertical diagonal profiles 18a, which alternately rise and fall diagonally between the chord tube 16 and the respective rail tube 12, 14.
  • An angle a between the vertical diagonal profiles 18a can be in a range from 30° to 60°, preferably 45° or less. In this way, loads introduced into the rail tubes 12, 14 are safely introduced into the chord tube 16, activating the vertical diagonal profiles 18a.
  • connection area 20 of the vertical diagonal profiles 18a on the chord tube 16 no further vertical framework profile 18 is connected to it.
  • further vertical framework profiles 18, such as vertical post profiles 18b (Fig. 4B) which can be seen in particular in the side view of the framework rail 1 shown in Fig. 2C, the welded joints in the connection area 20 on the chord tube 16 are reduced and material costs are saved.
  • the truss rail 10 is not limited to the above embodiment.
  • a further embodiment of the truss rail 10 for an amusement ride with two rail tubes 12, 14 that can be driven over directly with a car arrangement, a chord tube 16 that cannot be driven on, and vertical truss profiles 18 that stiffen the rail tubes 12, 14 and the chord tube 16 and connect them to one another and the vertical diagonal profiles 18a comprise sen, which according to the invention can run diagonally between the chord tube 16 and the respective rail tube 12, 14 alternatingly rising and falling Butt section SA of the truss rail no vertical truss profile 18 to be closed to it.
  • only four vertical diagonal profiles 18a are connected as vertical framework profiles 18 to the chord tube 16 in the connection area 20, which can be seen from the top view of the framework rail 10 shown in FIG. 2B.
  • the vertical diagonal profiles 18a can be connected directly to the chord tube 16 and to the rail tube 12, 14. In this case, in at least one connection region 22 of the vertical diagonal profiles 18a, no further vertical framework profile 18 can be connected to the respective rail tube 12, 14.
  • no post profile 18b (as shown in FIG. 4B) can be connected to the respective rail tube 12, 14 in the connection area 22 of the vertical diagonal profiles 18a, which post profile runs essentially orthogonally between the main tube 16 and the respective rail tube 12, 14.
  • Preferably, only two vertical diagonal profiles 18a are connected as vertical framework profiles 18 to a respective rail tube 12, 14 in the connection area 22.
  • the direct connection to the rail tubes 12, 14 allows a load transfer through the vertical diagonal profiles 18a without additional post profiles 18b.
  • the truss rail 10 can therefore have sections without post profiles 18b in the connection areas 20 on the chord tube 16 and in the connection areas 22 on the rail tubes 12, 14.
  • the rail tubes 12, 14 can be connected to one another via horizontal framework profiles 24 in a stiffening manner.
  • the horizontal truss profiles 24 include transverse profiles 24a, which run essentially orthogonally between the rail tubes 12, 14, as illustrated in FIG. 2A.
  • the transverse profiles 24a are preferably connected directly to the rail tubes 12, 14.
  • the rail tube profiles 12, 14, the vertical diagonal profiles 18a, the chord tube 16 and the transverse profiles 24a are designed as round profiles.
  • the round cross-section being preferable to an angular cross-section.
  • a tube diameter of the respective profiles can be in a range from 130 to 190 mm, or in a range from 110 to 170 mm.
  • the wall thickness of the profiles can range from 12 to 25 mm.
  • D/t ratio is equal to 7.
  • the D/t ratio is around 17.
  • the rule here is that the wall thickness can decrease with increasing pipe diameter, ie the larger the pipe diameter, the greater the D/t ratio can be.
  • roller coaster arrangement 30 according to the invention and the truss rail 10 is that due to the reduced number of connected truss profiles in the truss node creates more space and thus the truss profiles with a larger diameter and lower wall thickness can be configured. As a result, weight can be saved and the welding effort can be further reduced.
  • the D/t ratio can be greater than 6, or greater than 7, or greater than 8, or greater than 9, or greater than 10, or greater than 11, or greater than 12.
  • the arrangement according to the invention of the vertical diagonal profiles 18a in connection with the horizontal framework profiles 24 enables a global load-bearing behavior and a global rigidity to be guaranteed in accordance with the current standards.
  • material and weight can be saved, and the manufacturing process can be simplified.
  • Fig. 3 is a detailed view of the truss rail 10, in particular the connection area 20 on the chord tube 16 is shown.
  • connection area 20 due to a missing post profile 18b, connecting seams, which are illustrated by the hatched areas, can have a respective minimum distance d from one another, which is always less than three times, twice or once the diameter of the vertical diagonal profiles 18a in the connection area 20.
  • an eccentricity of the vertical diagonal profiles 18a on the chord tube 16 relative to a line of action of a force acting through load absorption can be kept small. This can reduce the occurrence of additional bending moments at the connecting seams and thus increase the load-bearing capacity of the truss rail 10 .
  • FIG. 1 In the example shown in FIG.
  • this line of action can relate, for example, to the center point of the minimum distance d between the connecting seams.
  • a span or span of the truss rail 10 in which the truss rail 10 must withstand a load applied by a carriage arrangement 32 can increase.
  • the occurrence of secondary bending moments at the connecting seams can be caused by a small eccentric ricity, ie by the minimum distance between the attached truss profiles in a truss node, at least partially compensated.
  • the reduced local load-bearing behavior which results from the omission of the post profiles 18b, is at least partially compensated due to the increased stiffening by the vertical diagonal profiles 18a connected to the chord tube 16 with a minimum distance d from one another.
  • this stiffening is facilitated in that due to the reduced number of connected truss profiles in the truss node there is more space available for the connection of the four truss diagonal profiles in particular and these can thus be designed with a larger diameter and a larger D/t ratio.
  • the connecting seams of the vertical diagonal profiles 18a connected to the chord tube 16 or the circumferential outer edge area of the vertical diagonal profiles 18a in the connection area 20 can have a respective minimum distance d, which is always less than three times, twice or the simple maximum diameter of the vertical diagonal profiles 18a in the connection area 20, and in particular less than 90%, or less than 80%, or less than 70%, or less than 60%, or less than 50%, or less than 40% of the maximum Diameter of the vertical diagonal profiles 18a.
  • the minimum distance d can be less than 500 mm, or less than 400 mm, or less than 300 mm, or less than 200 mm, or less than 150 mm, or less than 100 mm, or less than 50 mm.
  • the mutual distance between the pipe centers in the connection area 20 of the four vertical diagonal profiles 18a in particular can always be less than 800 mm, or less than 700 mm, or less than 600 mm, or less than 500 mm, or less than 400 mm, or less than 300 mm, or less than 200 mm.
  • the mutual distance between the pipe centers in the connection area 20 of the four vertical diagonal profiles 18a in particular can always be less than four times, or less than 3.5 times, or less than three times, or less than 2.5 times, or less than twice, or less than 1.5 times, or less than once the maximum diameter of the vertical diagonal profiles 18a.
  • the framework rail 10 can be made of steel and the connecting seam can be a weld seam.
  • other connecting seams are also conceivable, such as a bead of adhesive or a trace of adhesive in the case of a non-metallic composite material or fiber composite material.
  • a field section FA of the truss rail 10 in all Connection areas 20 of the vertical diagonal profiles 18a on the chord tube 16 each have no further vertical framework profile 18 connected to it.
  • the field section FA refers here to a self-supporting section in which no pillars or similar types of supports carry a rail section of the truss rail 10 .
  • the span section FA does not contain any rail connection area or butting of the truss rail.
  • the field section FA thus designates a section of the truss rail 10 of the roller coaster arrangement 30 which has no bearing section AA and no abutment section SA, which are described in detail below.
  • FIG. 4A where the field area FA is illustrated by an arrow.
  • the field area FA comprises two connection areas 20 on the chord tube 16, in which no post profiles 18b are connected to the chord tube 16.
  • connection areas 20 on the chord tube 16 in the entire truss rail track of the roller coaster arrangement 30 have no further vertical truss profile 18 and in particular no special post profile 18b.
  • FIG. 4B shows a schematic view of the truss rail 10, which shows a support section AA of the truss rail 10 in the connection area 20 of the vertical diagonal profiles 18a on the chord tube 16 or on the respective rail tube 12, 14.
  • the truss rail 10 is shown in FIGS. 4B and 4C in a highly simplified form, with the vertical dia gonal profiles 18a connected to the rail tube 12 being omitted for the sake of clarity.
  • Post profiles 18b are provided in the support section AA, which is illustrated by an arrow. According to the detailed view on the left of the framework rail 10 in FIG. 4B, the post profiles 18b can be connected to the respective rail tube 12, 14 at the connection area 22 of the vertical diagonal profiles 18a.
  • the post profiles 18b can also be connected to the connection area 20 of the vertical diagonal profiles 18a on the chord tube 16, which is shown in the detailed view on the right in FIG. 4B.
  • the post profiles 18b are hereby stabilized by the support columns 34 ( FIG. 1 ) and supported by a floor surface (not shown).
  • no further vertical framework profile 18 and in particular no post profile 18b can be connected to it.
  • the extension of the bearing section AA in the rail direction of the truss rail 10 corresponds at least to the width of the supporting bearing or pillar 34.
  • the bearing section AA can also be symmetrical to the bearing point of the pillar 34 on both sides of the pillar 34 by 100 mm, 200 mm, 300 mm , 400 mm or 500 mm along the truss rail 10 from the support point away. What is decisive is that the bearing section AA covers a rail region of the truss rail 10 which is directly adjacent to the bearing or the pillar 34 .
  • a bumper section SA described below, may also coincide with a bearing section AA.
  • a field section FA does not contain a joint section SA or a bearing section AA.
  • FIG. 4C an isometric detail view of the truss rail 10 is shown, which illustrates the butt section SA of the truss rail 10.
  • the shock section SA is represented by a circle in this example.
  • the butt section SA of the truss rail 10 is to be interpreted as a region of the truss rail 10 directly adjacent to a butt end SE and extends in particular by a distance a away from the butt end SE.
  • the distance a can be ten times, five times, three times, or twice the ma imum diameter of the rail tube 12, 14 in this case.
  • the distance a can be equal to 500 mm, 1000 mm or 1500 mm.
  • FIG. 4C shows a transverse profile 24a spaced from the butt portion SA.
  • the cross section 24a can may also be arranged at the abutting portion SA.
  • the connection area 20 of the vertical diagonal profiles 10 to the chord tube 16 can be found in the joint section SA, in which case in the connection area 20 of the two vertical diagonal profiles 18a in particular on the chord tube 16 no further vertical framework profile 18 and in particular no post profile 18b is connected to it.
  • 5A to 5C show an embodiment of the truss rail 10 with vertical diagonal profiles 18a, which are connected directly to the transverse profiles 24a. Due to the direct connection to the transverse profiles 24a, a small eccentricity can be realized on the respective rail tube 12, 14, which reduces additional bending and torques on the connection areas 22. This is particularly advantageous when the truss rail 10 has a curved shape, as illustrated in FIGS. 5D to 5F.
  • FIG. 6A to 6C shows the truss rail 10 with horizontal diagonal profiles 24b, which run diagonally between the rail tubes 12, 14 and are connected directly to at least one transverse profile 24a, preferably two transverse profiles 24a, close to the rail tubes 12, 14 are.
  • the vertical diagonal profiles 18a are connected directly to the respective rail tube 12, 14.
  • the truss rail 10 can be additionally stabilized with regard to horizontal loads and torsional loads by means of the horizontal diagonal profiles 24b.
  • additional post profiles 18b can be dispensed with. This reduces the increase in wall thickness, since no intermediate step has to be taken via post profiles 18b or transverse profiles 24a and, as described above, the vertical framework profiles can be designed with a larger diameter and smaller wall thickness.
  • a preferred embodiment of the truss rail 10 is shown having horizontal diagonals 24b connected to the respective rail tubes 12, 14 and having vertical diagonals 18a connected to the cross sections 24a.
  • a small eccentricity can be realized on the respective rail tube 12, 14 by directly connecting the vertical diagonal profiles 18a to the transverse profiles 24a. In this way, locally occurring bending moments can be further reduced.
  • the resulting reduction in local secondary stresses can enable improved global load-bearing behavior.
  • a locally vertical load direction is understood to mean the vertical load into or out of the seat in the local vehicle reference system of the carriage arrangement 32 .
  • this load direction represents the main load direction in the roller coaster arrangement 30.
  • the invention relates to a roller coaster arrangement 30 in which the local verti cal load direction is essentially perpendicular to a straight line in the bulkhead plane through left and right rail tubes 12, 14. The chord tube 16 is therefore located between the two rail tubes 12, 14 as seen in the local vertical direction or main load direction.
  • a truss rail 10 designed as a three-belt rail for an amusement ride that has only two rail tubes 12, 14 that can be driven directly on with a car arrangement 32 and only one non-navigable chord tube 16, the through driving on the rail tubes 12, 14, the locally vertical load or main load exerted on the lattice rail 10 by the carriage arrangement 32 always has a direction which is essentially perpendicular or perpendicular to the rail plane and/or essentially parallel or parallel to the bulkhead plane of the rail tubes 12, 14. In the locally vertical load direction or main load direction, the chord tube 16 is always below or behind (in the case of loading direction into the seat) the rail plane of the rail tubes 12, 14.
  • chord tube 16 is always below or behind (in the case of loading direction direction into the seat) both the one and the other rail tube 12, 14.
  • belt tube 16 is always below or behind (in the direction of loading into the seat) and between the two rail tubes 12, 14.
  • a roller coaster arrangement 30 which has a carriage arrangement 32 and at least one truss rail 10, with the at least one truss rail 10 having the rail tube-chord tube arrangement described above corresponding to the local vertical load direction.

Landscapes

  • Rod-Shaped Construction Members (AREA)

Abstract

L'invention concerne un rail à treillis pour un manège d'attraction, comportant deux tubes de rail pouvant être parcourus directement par un ensemble de chariots, un tube de membrure ne pouvant pas être parcouru, et des profilés de treillis verticaux, qui relient les tubes de rail et le tube de membrure les uns aux autres de manière à les rigidifier et qui comprennent des profilés diagonaux verticaux qui s'étendent diagonalement entre le tube de membrure et le tube de rail respectif, alternativement vers le haut et vers le bas. Selon l'invention, aucun autre profilé de treillis vertical n'est relié au tube de membrure dans au moins une zone de liaison des profilés diagonaux verticaux au tube de membrure.
EP21732867.3A 2020-07-08 2021-06-10 Rail à treillis et ensemble de montagnes russes équipé de celui-ci Active EP4178699B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020118049.7A DE102020118049A1 (de) 2020-07-08 2020-07-08 Fachwerkschiene, sowie Achterbahnanordnung mit derselben
PCT/EP2021/065682 WO2022008161A1 (fr) 2020-07-08 2021-06-10 Rail à treillis et ensemble de montagnes russes équipé de celui-ci

Publications (2)

Publication Number Publication Date
EP4178699A1 true EP4178699A1 (fr) 2023-05-17
EP4178699B1 EP4178699B1 (fr) 2024-08-07

Family

ID=76483311

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21732867.3A Active EP4178699B1 (fr) 2020-07-08 2021-06-10 Rail à treillis et ensemble de montagnes russes équipé de celui-ci

Country Status (4)

Country Link
US (1) US20230249089A1 (fr)
EP (1) EP4178699B1 (fr)
DE (1) DE102020118049A1 (fr)
WO (1) WO2022008161A1 (fr)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6047645A (en) 1998-06-26 2000-04-11 Setpoint Engineered Systems, Inc. Truss track assembly and side mount roller coaster vehicle
US20040083922A1 (en) 2001-04-28 2004-05-06 Gnezdilov Vladimir A. Guideway for transport means
EP2156870B1 (fr) * 2008-08-22 2011-01-19 Mack Rides GmbH & Co. KG Grand huit doté d'éléments de rail développés comme un colombage
DE102013220067B4 (de) 2013-10-02 2018-10-11 Mack Rides Gmbh & Co Kg Gleissystem für ein Fahrgeschäft, insbesondere für eine Achter- oder Hängebahn
DE202015001425U1 (de) 2015-02-23 2015-03-12 Ingenieurbüro Stengel Gmbh Stahlfachwerkschiene
DE102016123928B4 (de) * 2016-12-09 2019-05-29 Ingenieurbüro Stengel Gmbh Backboneschiene für eine Achterbahn und Achterbahnanordnung
DE102018108182A1 (de) 2018-04-06 2019-10-10 Ingenieurbüro Stengel Gmbh Fahrrohrstück, Schienenstück, sowie Achterbahnanordnung mit denselben

Also Published As

Publication number Publication date
DE102020118049A1 (de) 2022-01-13
WO2022008161A1 (fr) 2022-01-13
US20230249089A1 (en) 2023-08-10
EP4178699B1 (fr) 2024-08-07

Similar Documents

Publication Publication Date Title
DE102016123928B4 (de) Backboneschiene für eine Achterbahn und Achterbahnanordnung
DE102012109586A1 (de) Kran, insbesondere Brückenkran oder Portalkran, mit mindestens zwei Kranträgern
DE102008048083A1 (de) Schienenfahrzeug-Wagenkasten und Verfahren zu dessen Herstellung
AT515824A1 (de) Kranträger für einen Kran
EP3931142B1 (fr) Zone de raccordement de la section de treillis
DE202015001425U1 (de) Stahlfachwerkschiene
EP3140474B1 (fr) Pompe à béton mobile
EP3049316B1 (fr) Système de convoyeur aérien à monter au plafond d'une ligne de montage
EP4178699A1 (fr) Rail à treillis et ensemble de montagnes russes équipé de celui-ci
EP3775379B1 (fr) Pièce tubulaire mobile, tronçon de rail, et ensemble formant un grand huit équipé de ces éléments
DE102010012381A1 (de) Knotenverbindung für ebene und/oder räumliche Tragwerke als Stahl- oder Stahlverbundkonstruktion auf dem Gebiet des Brückenbaus sowie im Hoch- und Wasserbau
EP3016829B1 (fr) Véhicule, en particulier véhicule ferroviaire, comportant un espace à plancher haut et un espace à plancher bas
DE202013003309U1 (de) Kran
DE4109052A1 (de) Leichtbauprofil
EP2607565A1 (fr) Poutre de toit transversale avec bourrelet et dispositif de support de toit avec bourrelet
DE202011004948U1 (de) Gitterträger für einen Gitterträgerausbaurahmen
DE904418C (de) Selbsttragender Wagenkasten, insbesondere fuer Schienenfahrzeuge
EP4038008B1 (fr) Support pour un chariot, et dispositif de transport suspendu comprenant un tel support
DE1259927C2 (de) Wagengestellbrust fuer Schienenfahrzeuge
DE964836C (de) Fahrgestell fuer Kraftfahrzeuge, insbesondere fuer Lastkraftfahrzeuge
DE10206005C1 (de) Tragkonstruktion für Laufkrane
DE2806578C2 (de) Dreigurtträger in Fachwerkbauweise für Portalkrane
DE723374C (de) Verwindungsfaehiger Wagen fuer Lasten mit einem Tragrahmen aus Holz
DE886657C (de) Bauglied fuer Rahmenbinder
DE102018107811A1 (de) Überflurfördereinrichtung mit Kleberverbindung

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20221219

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

TPAC Observations filed by third parties

Free format text: ORIGINAL CODE: EPIDOSNTIPA

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20240229

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502021004698

Country of ref document: DE