US20040231553A1

US20040231553A1 - Amusement device

Info

Publication number: US20040231553A1
Application number: US10/484,362
Authority: US
Inventors: Volker Distelrath; Theo Fehsenmayr; Robert Gettert; Alfred Muller; Werner Riebesel; Martin Schneider; Philipp Stollwerck; Wendelin Stuckl
Original assignee: Maurer Soehne GmbH and Co KG
Current assignee: Maurer Soehne GmbH and Co KG
Priority date: 2001-07-20
Filing date: 2002-07-19
Publication date: 2004-11-25
Also published as: WO2003009914A1; DE10293264D2

Abstract

A fun-ride and more especially a roller coaster or a similar fun-ride, in the case of which the amusement potential is simply enhanced because the basic or original type of movement, that is to say travel of a vehicle cabin on rails of a roller coaster is combined with a further and different types of motion is discontinued or then alternatively continued with such different type of motion. Figure along the travel path, that is to say for example along the elevated rails of a roller coaster, at one or more points additional ride change means are provided, which produce the additional or alternative type of motion for the vehicle cabin.

Description

The invention relates to an apparatus and, respectively, a method in accordance with of the preamble of

claim

1 and, respectively, 77 and furthermore a vehicle for the apparatus in accordance with the preamble of claim 101.

It is particularly in the case of popular festivals or in amusement parks that so-called figure eight roller-coasters and also traditional fun-rides are extremely popular. In this case it is a question as a rule of a switchback ride with loops in the form of a figure eight, the curves being defined by rails on stands, on which rail vehicles travel, sometimes at an extremely high speed, for the amusement of the guests.

Such amusement railroads in the form of a figure eight have proved generally successful. Nevertheless it has turned out that visitors of popular festivals or fairs and amusement parks have in the meantime assumed more and more exacting demands, that is to say they expect more and more effective surprises and this means that novel innovative fun-rides are appearing on the market, as for example so-called freefall coasters in the case of which vehicle climb up an extremely high tower and then come down practically in free fall in order to perform a loop the loop and the like.

It is here that the invention comes into play, with its object of further developing a fun-ride of the type initially mentioned using relatively simple means in the case of which the rider in addition to the conventional roller coaster trip on moving along the curves is able enjoy an additional thrill, although the safety of the riders is ensured.

This object is to be achieved in an advantageous manner by means of an apparatus in accordance with

claim

1, a method in accordance with claim 77 and a vehicle in accordance with claim 101. Advantageous further developments thereof are recited in dependent claims.

The present invention is on the basis of the principle that the fun enjoyed on a roller coaster or a similar fun-ride may be increased in a simple fashion if the initial type of movement, for example when traveling in a vehicle cabin on rails on a roller coaster, is modulated with a further, different type of movement or alternatively if the ride is continued in this other type of motion. For this purpose along the path traveled, that is to say for example on the rails on stands of a roller coaster at one or more points additional ride change means are provided, which produce the additional or alternative type of movement for the vehicle cabins. The entertainment value of the ride then depends on the fact that surprisingly the vehicle cabin offers travel in a further, unexpected form of movement, as for example, in addition to the rail bound ride in a roller coaster, for example the type of motion is altered or changed over, that is to say for example the travel of a vehicle cabin on a roller coaster is suddenly is converted into a hover motion by means of a lever arm.

Accordingly in accordance with a first aspect of the present invention ride change means comprises a lifting means, with which the vehicle, as for example a roller coaster train or a part thereof, or a part of the travel path, as for instance a section of the travel path, together with the vehicle may be lifted from the travel path and deposited again. Preferably the lifted vehicle or, respectively, the travel path section is deposited again at a position, which is different to the position, at which the vehicle or, respectively, the travel path section was lifted.

If the lifting means is so employed that the vehicle or, respectively, the travel path section is put down again so that the ride may be then continued on the original travel path or, respectively, a similar travel path, the lifting means may function as a lifting switch so that by means of the lifting means it is also possible to determine which travel path part is to be utilized by the vehicle after putting it down again.

A further increase in the amount of fun may be provided if the travel path following putting down again has a different character to the original, initial travel path, that is to say the ride following lifting is no longer on the original roller coaster track, but on a track which is blacked out, involves floating on water or is changed in some other way.

In many cases it is also desirable for the rider to be able to influence the ride himself. For this purpose the lifting means can be provided with a control reacting to the orders of the rider and accordingly causing lifting of the vehicle or of the travel path section and/or a deposit of the vehicle or, respectively, of the travel path section at a particular position. Alternatively or in combination it is also possible to provide a random control means, which controls the lifting and lowering of the vehicle or, respectively, the track section in a fashion dependent on the original situation in the arrangement.

It is also an advantage for the lifting means to be so designed that in the lifted state further types of motion may be implemented such as circular, pivoting, shaking, jolting, accelerating and/or braking movement or the like. The additional movement then lead to a further increase in the attractiveness of a fun-ride.

Such improvement may also be achieved by having additional amusement stations along the path of movement of the vehicle or of the track section provided with the lifting means, such as scare stations, water spraying stations or the like.

An embodiment, which is advantageous because it is particularly simple to manufacture, is one in which the lifting means is designed in the form of an elevator or a lifting arm. In this case, when it is in the form of a lever arm, it is more particularly possible to have a multi-axis and/or multi-part pivoting lever arm more particularly with a plurality of pivot and turning axes, the lever arm preferably being arranged on a turntable so that it is all in all able to be rotated through 360 degrees, one axis of rotation being axial, that is to say identical to its longitudinal axis. Furthermore the lifting arm may with advantage be in the form of a lifting telescopic structure. Such embodiments render possible the above mentioned multiple forms of possible movement of the lifting means.

To receive the vehicle or, respectively, the track section a suitable lifting arm is preferably provided with a gripping means, and more particularly with a multiply pivoting head joint for simply gripping the vehicle in any position.

In order to lift and deposit a plurality of vehicles or track sections simultaneously or, respectively, to generally ensure satisfactory use of the capacity of the arrangement and to ensure that a plurality of vehicles may move in the arrangement, it is an advantage to arrange a plurality of lifting means centrally and more especially to provide a stellate arrangement of lifting means, which render it possible to reach any point on the travel path or corresponding points for lifting and lowering.

In accordance with a still further aspect the ride change means is in the form of a chicane, which may be so manipulated that at least one vehicle experiences an abrupt rolling effect and/or in the pitching effect.

In this respect the chicane may advantageously be a pivoting rail arranged in the track circuit, which as an independent track member is able to be pivoted around an axis of rotation. The chicane may be arranged at any desired position within the track circuit and it is possible for a plurality of spaced apart chicanes to be provided.

Different ride effects may with advantage be obtained if the track member of the pivoting rail is arranged at a different position in relation to the axis of rotation. Thus the track member is for example arranged parallel to the axis of rotation. If then by means of rotation of the pivoting rail it is pivoted to the side out of the drive-on zone, at which it is permanently connected with a connection rail member, then the track member will move in a circular arc about the axis of rotation so that though three is a rolling effect, there is no pitching. In accordance with a further advantageous feature of the invention the track member may be arranged in the plane, defined by the axis of the track member and the axis of rotation, at an oblique angle to the axis of rotation. On pivoting downward in this case the rolling effect would initially increase but the pitching effect would be reduced. The track member may furthermore with advantage be arranged in the plane perpendicular to the plane defined by the axis of the track member and the axis of rotation at an angle to the axis of rotation. In such a case on pivoting down the track member both the rolling effect and also the pitching effect would increase. The effect could be increased if the stroke member is arranged obliquely to the axis of rotation. In these cases the track member could with advantage be fixed in relation to a shaft defining the axis of rotation. It is possible, in accordance with a further advantageous feature of the invention for the track member to be able to be moved in relation to the axis of rotation, it being more especially mounted to be able to be slid and/or pivoted. In this case the pivoting rail may also serve as a switch, a vehicle received in an drive-on position being transferred to a track connection member, which is arranged in different manners so that after one rotation the pivoting rail is aligned at a certain angle in relation to the connection member. Thus for example a plurality of connection rails may be provided, to which the one or another vehicle is transferred so that the individual vehicles move on along different paths.

In a further advantageous design in accordance with the invention there is a provision such that the pivoting rail may be actively moved by means of actuators. In this case the actuators may be constituted by a geared motor and/or pneumatic and/or hydraulic and/or electric drive units. The actuators are preferably operated by software and render possible programmable movements of the pivoting rail.

If the pivoting rail—a described above—is mounted for movement in relation to the axis of rotation, the pivoting rail may be movable on a slide guide, into which guide means fit. For instance, one end of the pivoting rail may be mounted for rotation in all directions owing to the use of a point bearing, whereas at the other end it runs in plain bearings.

The geared motor may be coupled by means of a crank and a pitman with the track member. In this case the coupling rod may advantageously be provided with a load limiting or overload element so that when overloaded it breaks and there is a guarantee that using other security means the track member is safely held in a predetermined position.

As conventional in roller coasters the vehicle are not driven but moved by gravity, that is to say the force due to the inclination so that obviously measures must be taken to see a vehicle braked on a movable track member is not caused to move again by a movement of the track member and a corresponding slope of the following track line member. For the vehicles it is however also a great advantage possible to provide additional drives retaining the vehicles at least in the drive-off zone from the chicane, such drives accelerating the vehicles again after leaving the chicane. These drives may more particularly include friction gearing, a linear drive or a pneumatic drive.

In the case of the pivoting rail in accordance with the invention there is a provision such that the vehicle or a plurality of vehicles, which move onto the track member, are braked thereon to come to a stillstand, following which the track member is, in accordance with the above details, caused to perform a lateral movement, the slope remaining constant or increasing. After the tilting the end, which is to the front in terms of the direction of travel, of the track member adjoins a suitable fixed track member so that, following release from the pivoted or tilted track member, the vehicle may coast on owing to gravity or is accelerated suitable accelerating means.

In order to be able to brake the vehicle moving past the pivoting rail the pivoting rail is best fitted with at least one brake means, the brake means also being suitable for holding the vehicle simultaneously. In this case the brake of the pivoting rail defines at least one brake gap and the vehicle comprises at least one brake fin able to be introduced into such gap. The pivoting rail is furthermore fitted with a movable abutment, which advantageously may be provided on the end of the pivoting rail as a sort of buffer. This abutment may be arranged stationarily. In the case of certain geometries of the pivoting rail the abutment is movable. In this case it is then able to be pivoted out of the clearance outline of the vehicle so that the vehicle can leave the rail without hinderance, when the track member is aligned opposite a connoting track member is locked in this position.

In accordance with an advantageous development of the invention there is a provision such that the pivoting rail possesses redundant security means, such security means including at least one counter weight engaging the from the of the pivoting rail, and at least one additional brake engaging the frame of the pivoting rail. It is an advantage as well to provide at least one monitoring unit, with which the speed of travel of the vehicle may be checked. Moreover it is advantageous to provide a monitoring device, with which the speed of rotation of the pivoting rail may be monitored.

As a compensation for the downwardly directed torque owing to the moving rail and vehicle weight it is an advantage to use two counter weights, which are coupled by chains, bell cranks and lever arm with the pivoting rail. As from a certain pivot angle the brake means, which engages the frame of the pivoting rail, produces a braking and holding torque. The brake means may advantageously be constituted by disks brakes, which also serve as emergency brakes or, respectively, additional arresting means in the terminal positions.

As already explained, the course of movement of the pivoting rail is so controlled that the track member of the pivoting rail is aligned with the following track member in the terminal position. In the respective drive-on position or, respectively, drive-off position of the vehicle the track member is able to be locked to the respective following track member.

The vehicle themselves may, as a further source of entertainment for the riders, be fitted with a top carriage able to be rotated in relation to a bottom carriage so that, dependent on the number of riders on the vehicle, completely erratic and unforeseen positions may result during the pivoting movement.

In accordance with another aspect of the invention the ride change means may be in the form of a chicane adapted to increase the excitement of the ride, which is able to be so manipulated that at least one vehicle experiences preferably abrupt pitching.

In this respect it is an advantage for the chicane to be in the form of a rocker, which possesses an independent track member which is mounted to be pivoted about an axis so that the track member in the drive-on position has an upward pitch and after pivoting about the axis in the drive-off position has a downward pitch. The chicane may be arranged at any desired position within the track circuit and it is possible to provide a plurality of chicanes spaced apart from each other.

According to a further advantageous feature of the invention the axis is parallel and is perpendicular to the track member. The track member itself is in this case preferably fixed in relation to the axis. However it would be feasible for the track member to be movable in relation to the axis, and more especially mounted to be able to be slid and/or pivoted. This means that during the rocking movement an additional effect improving the experience of the ride is achieved. Moreover it would be possible for the rocker to serve as a switch as well, a vehicle received in an drive-on position being transferred to the track member, which are so arranged at different angles that the rocker, following the pivoting movement, is aligned at a certain angle in relation to the connection member. Thus for instance several rails to be connected may be provided, to which the one or the other vehicle may be transferred by means of the rocker so that the individual vehicles or trains travel on different paths.

If the rocker—as described above—is mounted for movement in relation to the axis, it is then possible for the rocker to be moved using a slide guide having guide means fitting into it. For instance, one end of the track member may be mounted by means of a point bearing for rotation in all directions on a suitable from the structure, whereas at the other end it runs in plain bearings.

As part of an advantageous development of the invention there is furthermore a provision such that the rocker is able to be power-moved by the intermediary of actuators, more especially a geared motor and/or pneumatic and/or hydraulic and/or electric drive elements. In this case the actuators may with advantage be controlled by software and render possible programmed movements of the rocker.

The geared motor may be coupled by at least one crank and at least one pitman with the track member, the coupling rod(s) or for example the torque arm of the motor being advantageously fitted with an overload element so that in the case of an overload same breaks by means of other security means it is possible to ensure that the track member is safely held in a predetermined position.

As is conventional in the roller coaster art the vehicles are not driven, movement thereof being due gravity, i. e. the slope descent force so that naturally it is always necessary to ensure that a vehicle braked on a movable track member is put on the move again by a suitable movement of the track member and a corresponding slope of the following track member connected with it. However, for the vehicles or trains it is also an advantage to provide additional drives at least in the drive-off zone of the chicane, which accelerate the vehicles again after leaving the chicane. These drives may in particular include a friction gearing drive, a linear drive or a pneumatic drive.

The rocker in accordance with the invention is designed so that if the vehicle or a plurality of vehicles run onto the movable track member, they will be braked to stop them, following which the track member will, as stated above, perform a pivoting movement in the direction of travel so that it is abruptly pitched. After the pivoting operation the end, which is to the front in terms of the direction of travel, of the track member adjoins a suitable fixed track member so that the vehicle, following release from the pivoting track member, may coast on further under the action of gravity or is accelerated by suitable accelerating means.

In order to be able to brake the vehicle passing through the chicane it is an advantage to provide at least one brake means, the brake means being able to be simultaneously utilized for stopping the vehicle. The brake means has at least one brake gap defined between the rails of the rocker and at least one brake fin mounted on the vehicle fitting in the brake gap. Furthermore the brake means of the rocker comprises at least one movable abutment, one abutment being f. i. able to be constituted by a reverse movement stop, which is able to be pivoted out of the clearance outline of the vehicle and ensures that the braked vehicle can not roll down and back off the rocker. A further abutment may be constituted by a lever-like lug, which is arranged in the drive-off end of the track member and is mounted to be able to be pivoted out of the clearance outline of the vehicle. This lug sort of prevents the vehicle rolling off the track member as a buffer. Such abutment is also able to be pivoted out of the clearance outline of the vehicle so that the vehicle may leave the rail without hinderance, if the track member is aligned opposite a connectng track member and is locked in this position.

While in accordance with the above description a mechanical brake means is provided for braking and stopping the vehicle, the braking function may also be implemented if the vehicle runs up the track member, which is aligned steeply upward at a certain speed and is accordingly retarded by the action of gravity. Coasting too far on the track member or coasting backward is prevented by the above mentioned abutment. At that moment at which the vehicle has almost come to a halt, the rocking movement is performed and the vehicle accelerated by gravity in the downward direction, whereas the track member is locked simultaneously to the following track member. Naturally in this case security means are provided, which prevent the vehicle or the train leaving the rocker before the rails are securely locked.

Pursuant to a further advantageous development of the invention there is a provision such that the rocker possesses redundant security means, such security means comprising at least one additional brake to engage the frame of the rocker. The brake may for example be constituted by a disk brake.

It is furthermore an advantage to provide at least one monitoring unit, with which the speed of travel of the vehicle or train may be checked, and at least one further monitoring unit for the speed of movement of the rocker.

As already explained above the movement of the rocker is so timed that the track member of the rocker is in the terminal position is aligned with the following track member, there being for this purpose—if the rocker is to serve as a switch—several different following track members, at different rocker angles. In the respective drive-on position or, respectively, drive-off position of the vehicle the track member is able to be locked to the respective following track member. In order to prevent violent jolts and accordingly damage of the components to be locked, it may be an advantage to ensure that at least one shock absorber means is provided for damping the movement of the rocker adjacent to a terminal position.

Pursuant to a further aspect of the invention as a ride change means a chicane is provided to enhance the ride, such chicane being able to be so manipulated that at least one vehicle is able to be moved on passing through the chicane from the track level to a second, more particularly lower level for the ride to be continued on. The method of the invention for producing a surprise effect for the riders on a vehicle positively moved through a chicane of the above mentioned type is achieved in an advantageous manner, if the track member is then pivoted or lowered to the lower level, when the vehicle travels along the track member within a predetermined speed range or window.

In this case the chicane may have a descent track arranged in the track circuit, which as an independent track member is able to be pivoted about an axis arranged perpendicularly to the direction of the rail. The chicane may be positioned within the track circuit at any desired point and it is possible to provide a plurality of chicanes spaced apart. Preferably however the chicane of the above mentioned type is arranged in the terminal zone of the roller coaster, that is to say a small distance short of the main station, since it is particularly suitable to have its regulating effect on vehicle dynamics. Normally riders of an arriving vehicle do not expect any surprises in the drive-off part of the roller coaster just short of the station, which they will see just it front of them. Accordingly the surprising effect due to the descent track in accordance with the invention is all the greater, as will be explained infra.

However, in accordance with a still further advantageous feature of the invention there is a provision such that the chicane possesses a descent track arranged in the track circuit, which as an independent track member is able to be set at the second and more particularly lower level. The track member could in this case be lowered to a parallel lower plane.

In the case of pivotable design of the track member the provision may be such that the axis is arranged at the drive-off end of the independent track member so that is pivoted like a lug through a predetermined angle backward and downward and the riders will have the feeling during the ride of moving through a large pot-hole. The axis can also be at the drive-on end of the independent track member, it however being necessary to ensure that the free drive-off end of the following track member is able to be connected with a following track member. This is naturally also a necessary precondition for a design, in which the track member is lowered from a higher level to a second lower down plane. In both of these two cases the descent track may with advantage also serve as a switch so that the vehicle is transferred by the pivoting or offsetting motion to one of several following track members and then continuous the ride on this following track member.

Since the movable track member is comparatively long, because the vehicle moving through the chicane is not halted and continues its journey in a manner dependent on the motion set by the track member with a retardation or acceleration, there is a provision such that the independent moving track member is arranged to the side of the track circuit.

To meet the case of the vehicle moving forward on the movable track member before leaving it backward, after lowering of the descent track, on a corresponding following track member, at the axis of the descent track, there is, for safety reasons, a buffer able to be pivoted into of the clearance outline of the vehicle.

In accordance with a further advantageous development of the invention there is a provision such that the descent track is able to be moved by means of actuators actively. In this case the actuators for example may be constituted by a geared motor and/or pneumatic and/or hydraulic and/or electrical drive units. In this case the actuators may with advantage be controlled by software and render possible programmed movements of the descent rail.

The geared motor may be coupled with the track member by means of a crank and a pitman. In this case the coupling rod may be advantageously fitted with an overload element so that during overloading it breaks or yields and is secured by security means and the track member is held in a predetermined position securely. In the event of the axis being arranged at the drive-off end of the independent track member, the position, in which the track member is held after the failure of the drive unit, is unimportant, since the vehicle still possesses sufficient kinetic energy to move clear of the pivoted track member and continue its travel on the following track member. In the event however of the axis being arranged at the drive-on end of the track member or, respectively, the track member is lowered to a lower level, it is necessary to ensure that the pivotal movement is continued and locking to the following track member is possible. For this purpose it is necessary to provide redundant security means, which ppermit unhindered further travel of the vehicle.

Alternatively it is however possible to provide brake means in the last-named design, which prevent further movement of the vehicle as emergency brake means, when there is no connection with the following track member. For this purpose the descent track could be advantageously be provided with at least one brake means, the brake means also being able to be utilized simultaneously to halt the vehicle. In this case the brake means of the descent track could have at least one brake gap and the vehicle could have at least one brake fin able to fit into the brake gap.

The descent track could furthermore be fitted with a movable abutment, which could be advantageously provided at the end of the descent track, as a sort of buffer. As a further security means a rack could be provided in the track member, such rack being able to be pivoted into the clearance outline of the vehicle and being able to be brought into engagement with the corresponding detent means of the vehicle.

In any case the timing of the movement of the descent track is so controlled that in its terminal position the track member is aligned in relation to the following track member and in the start or terminal position is able to be locked to the respective following track member.

Since during movement through the chicane the vehicle is best not mechanically braked, there is a provision such that the track member is only pivoted or swung to a lower level when the vehicle moves on the track member at a predetermined speed. The vehicle should not approach the descent track too rapidly or more particularly too slowly and must be moving at a speed within predetermined window or range. If the speed detected by the separate monitoring means is outside this speed window, the mechanism of the descent track is not tripped and the vehicle will move through the chicane without the surprise effect. If however the vehicle's movement is in the speed window or range, the desired effect of the descent track is caused so that the riders have the feeling that they are moving through a large pot-hole. In this case it is an advantage to ensure that the track member is only pivoted back or lifted into its initial position when the vehicle has left the track member. On the other hand it is also possible for the descent track to perform a plurality of cycles of movement during passage through the chicane so that the riders get a still greater kick.

In the design so far described only one carriage or one vehicle is subjected to the surprise effect. It would be feasible however for an entire train, consisting of a plurality of carriages or, respectively, vehicles to experience this downward movement. Since it is necessary to ensure that sequentially following vehicles keep at a predetermined distance from one another, it is necessary to ensure that the distance between the individual carriages or trains is not less than a predetermined minimum distance or, respectively, a predetermined time. In the case of irregular operation it is necessary to ensure that suitable security systems come into action, if for example a carriage cannot more on further or movement is only possible with an improper retardation. Thus for all moving parts suitable security systems are provided, in the case of which sensors are utilized to monitor the timing of movement of the parts and movement is reported to a central control system in order to ensure that the timed movements take place in the correct order and with the correct timing. Basically it is necessary, in the case of all effects, in which the rail path is interrupted, to ensure that the rail path is uninterrupted, when the following vehicle reaches the point of interruption or the vehicle moving along the chicane is to continue its movement on a following track member.

It is interesting to note that the descent track can be utilized as well to regulate the travel time difference, that is to say of slow and, respectively, fast vehicles. By influencing the movement of the descent track a faster vehicle can be retarded to a greater degree than a slower one or a slower vehicle may be accelerated if the descent track firstly performs an upward movement so that a certain compensation of speed is possible. The greater retardation may for example be produced by a greater pivot angle of a descent track pivoted at the drive-off end thereof. Furthermore it is possible to influence retardation by a predetermined movement range in time for the descent track.

It is naturally possible for a travel time regulation also to be ensured by acceleration means or braking means arranged in the drive-off zone, which accelerate or retard the leaving vehicle to a suitable speed.

In cases in which the vehicle is provided with a top carriage and a bottom carriage, which are designed to be rotated in relation to one another, locking of the top carriage through this part of the operation is unnecessary, i. e. the rotation of the top carriage does not need to be braked, this meaning even more fun for the riders.

In accordance with a further aspect the ride change means is in the form of a chicane increasing the fun of the ride, in the case of which at least one vehicle is able to be moved from a first movement plane to a second movement plane while there is at least one simultaneous change in inclination and/or change in the direction of the movement.

The chicane may for example be provided at the start of the roller coaster and simultaneously serve to move the vehicle from the bottom station level to a top starting position. It would be feasible as well for the chicane to be at any desired point within the track circuit and for a plurality of chicanes to be provided spaced from each other. In this case one chicane with a suitable conveying means can also serve as a switch, and using a lifting means a vehicle in an drive-on position may be transferred to a following track member at a higher or lower level.

In accordance with an advantageous feature the lifting means of the conveying means has a rail tilting unit, such tilting unit being able to be tilted about the longitudinal and/or transverse axis of the entered vehicle and/or able to be pivoted about the vertical axis of the entered vehicle. For this purpose the tilting unit may advantageously be mounted for movement in all directions on a point bearing of the lifting means. There is then the advantage of having numerous possibilities of movement, which will be described briefly in the following.

The vehicle may for example move in the horizontal position into the conveying means and it is (while it is being moved to a higher or lower level), tilted a number of times forward, rearward or to either side before it then leaves the conveying means in the same direction of movement to the other side of the conveying means. It is however also possible for the vehicle to enter the conveying means in the uphill direction for example, and to leave again with or without an inclination, after being moved to an different level, to leave in the opposite direction of movement so that the vehicle leaves again, for example forward or rearward. There is the advantage that the deposit of vehicles on different following track members is then possible so that the chicane of the invention functions as a switch and the vehicles can continue their ride on different track members as is for example known in the case of the wild mouse fun-ride.

Dependent on the length of the conveying run it is possible for numerous means of the tilting unit to be produced by moving it using actuators, and more particularly by pneumatic and/or hydraulic and/or electrical drive units in an active fashion. The actuators are best controlled by software so that programmed movement of any desired type of the tilting unit is possible. The technical complexity of the drive the drive-off means is however substantial and it is necessary for the drives to be transported by the conveying means as well.

Therefore, in an advantageous manner, as an alternative a tiling unit is proposed, which is able to be moved using passive control means and more particularly a slide guide. The slide guide may comprise a slide arranged outside the path of motion of the vertically acting drive, into which slide guide means of the tilting unit fit. In this case the slide may advantageously have a guide rail extending for the conveying height of the conveying means and it itself may be movingly mounted in the space clear of the path of movement of the lifting means. For this purpose it may for example be pivotally mounted for movement about at least one axis and may be driven by a suitable drive unit, whereas the conveying means moves at a second level. Furthermore the slide may possess a generally sinusoidal shape so that the tilting means, during the lifting or lowering means, is forced to perform tilting movement forward or rearward, when the slide is for its part moved, possibly to either side.

When the vehicles have been moved to an initially high level, they will circulate essentially owing to the slope drive force. It is however also be an advantage if the vehicles are, at least in the drive-off zone, accelerated by additional drives, such drives being more especially constituted by friction drives, linear drives or pneumatic drives.

In a manner dependent of the drive-on speed or respectively the drive-on ascent angle or slope angle it may be advantageous for the vehicle moving through the chicane to be retarded and/or held by at least one brake means. It is possible for the vehicle to resiliently run up against an abutment on a steep ascending member in order to be raised or lowered a short distance, it being caused to simultaneously incline toward the abutment and then a brake means is not absolutely necessary. Since however in the course of a long conveying path numerous inclines to different sides must be produced, it is convenient for the vehicle to be arrested by means of a brake means or possibly by means of a moving abutment. In this case the brake means of the tilting unit of the conveying means may define at least one brake gap and the vehicle may possess at least one brake fin fitting into such gap. Other brake means are naturally also possible, which ensure that the vehicle is halted in a given position during the conveying motion. In this case naturally care is taken to see that the timing of the motion of the tilting unit is such that the track member of the tilting unit is in the terminal position of the conveying means aligned in relation to the following track member. In this case it is expedient for the track member of the tilting unit to be able to be locked in the terminal position of the conveying means to the following track member.

As a means preventing the vehicle coasting down in the direction of movement owing to a tilting operation the brake means itself may serve as a halting means, although however it is possible to utilize a moving abutment able to be inserted between the rails of the track member of the tilting means. Furthermore the vehicles are held captive on the tubular, parallel tracks on stands for safety reasons, that is to say on the one hand by means of rollers, mounted in wheel unit both on the top and also on the bottom side of the tubes and on the other hand by means of lateral guide rollers.

In order to increase the entertainment value of all designed it is possible for the vehicle to be provided with a top carriage able to be turned in relation to the bottom carriage.

Further advantages, features and details of the invention will appear from the following account of preferred embodiments with reference to the accompanying drawings. [0068]
FIG. 1 shows a simplified perspective representation of the pivoting rail in accordance with the invention. [0069]
FIG. 2 shows a side view as seen in the direction of travel in accordance with FIG. 1. [0070]
FIG. 3 is a partial side view in accordance with FIG. 1 seen in a section opposite to the direction of travel. [0071]
FIG. 4 is a side view of the pivoting rail of the invention looking in the direction opposite to the direction travel. [0072]
FIG. 5 is a view of the end of the pivoting rail which is to the front relative to the direction of travel. [0073]
FIG. 6 shows part of the side of the pivoting rail illustrated in FIG. 5 from above. [0074]
FIG. 7 is a simplified cross section taken through a track circuit showing means for holding the vehicle captive on the track. [0075]
FIG. 8 is a diagrammatic representation of a brake means with a spring cylinder. [0076]
FIG. 9 is diagrammatic view of a brake means serving for retarding the vehicle. [0077]
FIG. 10 is a partially sectioned side view of a rocker integrated in the track circuit. [0078]
FIG. 11 is a sectioned view taken along the line II-II of FIG. 10. [0079]
FIG. 12 is a diagrammatic cross section taken through a track circuit showing means for holding a vehicle captive thereon. [0080]
FIG. 13 is a simplified representation of a brake means with a spring cylinder for a rocker. [0081]
FIG. 15 shows a part of the track circuit of a roller coaster including a descent track integrated in the track circuit, partially sectioned and in side view. [0082]
FIG. 16 is a plan view of the descent track in accordance with FIG. 15. [0083]
FIG. 17 is a side view of the descent track in accordance with FIG. 15 in the drive-off zone but without any drive-off rail. [0084]
FIG. 18 is a side view of a partially sectioned chicane including a conveying means and a vehicle located thereon. [0085]
FIG. 19 is a view of the structure of FIG. 18 looking in the direction of travel. [0086]
FIG. 20 is a side view of the conveying means as illustrated in FIG. 18, the vehicle being located in its drive-off position. [0087]
FIG. 21 is diagrammatic side view of a conveying means with a slide arrangement, which in addition to the desired oblique setting of the vehicle in the terminal position causes a backward and forward reciprocating motion of the vehicle even during the upward movement of the conveying means.[0088]
The pivoting rail illustrated in a simplified perspective view in FIG. 1 and generally referenced [0089] 1 is integrated in the track circuit of a roller coaster, not illustrated, as an independent track member 2 and essentially comprises two spaced apart bearing supports 3 and 4, in which a shaft 5 is rotatably mounted, which by way of a bushing 6 at the bearing supports 3 and 4 is connected with counter weight arms 7 and 8 and in the middle is connected with a drive arm 9.
On the [0090] counter weight arms 7 and 8 and the drive arm 9 the independent track member 2 is attached, which possess two tubular spaced apart rails 10 and 10′, which are connected together by means of sleepers 10″.
Between the [0091] rails 10 and 10′ three brake means 11, 12 and 13 are symbolically indicated, which are provided for safety reasons. In this respect it is a question of jaw or disk brakes, which respectively cooperate with a pressure medium cylinder. The principal design features are represented in FIGS. 7 and 8 and will be described infra.
The [0092] track member 2 with the rails 10 and 10′ is in the present working example in the top terminal position, in which it is locked in relation to following track member 30 and 30′ on the drive-on side, is oblique in relation to the axis 5 of rotation so that on pivoting downward both the transverse inclination and also the slope of the rail 10 and 10′ are increased. Naturally other alignments of the track member 2 in relation to the axis 5 of rotation are possible so that a different timing of the movement on pivoting downward may occur, as has been described supra.
The pivoting movement is started by a geared motor [0093] 15 (see FIG. 2), which is coupled by means of a crank 16 and a pitman 17 at the bottom end of the drive arm 9 at 18. When the crank 16 of the geared motor 15 turns in the clockwise direction (FIG. 2) the pivoting rail illustrated in FIG. 1 performs a rotary movement as indicated by the arrow 14.
As a compensation for the downwardly directed torque due to the weight of the track and the vehicle during pivoting on the [0094] booms 19 and 20 (which are directed in the counter-clockwise direction) of the arms 7 and 8 respective counter weights 21 and 22 are provided, which for example by means of chains 23 and 24 act on the track member 2 by way of bend wheels 25 and 26. These counter weights may also be utilized to design for a reduced power requirement of the geared motor 15.
Furthermore the [0095] counter weight arms 7 and 8 have at their lower free ends a respective brake segment 27 and, respectively, 28, on which at least one disk brake 29 acts, which as from a predetermined pivot angle has a braking effect on the pivoting movement of the pivoting rail 1 or, respectively, acts as an emergency brake.
On the right hand side of FIG. 1 the following [0096] track member 31 and 31′ on the drive-off side will be seen, with which the drive-off end of the track member 2 is aligned, when the pivoting movement is completed. In this position the drive-off end of the track is positively locked in relation to the following track member 31 and 31′ on the drive-off side. For this purpose use is made of a pin 32 (indicated in chained lines) which is located on the counter weight arm 8 (see FIG. 3) on the free support arm 33 thereof. On approaching in the bottom terminal position of the pivoting rail 1 this pin 32 pointing in the direction of travel snaps into a catch mechanism 34 (see FIG. 1 on the right), which for this purpose possesses a locking hook 35, which cooperates with a suitable drive means 36.
As indicated in FIGS. 4 through 6 the drive-off end of the pivoting [0097] rail 1 has movable abutment 37 on it, which is able to be pivoted out of a position, in which it serves as a security means or buffer (see 5), clear of the clearance outline of a vehicle so that the vehicle, after termination of the pivoting action can leave the track member 2 and ia able to move on a following track member on the drive-off side. For the actuation of the abutment 37 corresponding pressure medium means 38 are provided.
As shown in FIG. 1 in addition the chicane for increasing the fun of the riders comprises at least one brake means [0098] 11 for retarding the vehicle to zero speed, same being illustrated diagrammatically in FIG. 7. The brake means 11 has as its principal features a brake gap 39 provided between the rails 10 and 10′ and a brake fin 40 on the vehicle able to be introduced into the brake gap 39. In FIG. 9 the brake gap 39 and the brake fin 40 are illustrated again on a larger scale during braking, the brake gap 39 being smaller than the width of the brake fin 40.
In principle the pivoting [0099] rail 1 is provided with at least two brake means 11 and 12 and furthermore with a security brake 13 placed behind same, such brakes being best adapted to be released hydraulically or pneumatically. As an example FIG. 8 shows a jaw brake having brake jaws 41 and 41′ and furthermore a spring cylinder 42.
In this design at all times only one carriage or vehicle is subject to a desired change in direction. However it would be feasible as well for an entire train, comprising a plurality of carriages or vehicles, to perform such pivoting movement. In this case however steps must be taken to see that a braked carriage or train can only be released again when a preceding carriage or train is at a certain distance from it. In any case it is necessary to ensure that the distance between the individual carriages or trains is not less than a predetermined minimum distance or predetermined minimum time. In the case of irregular operation suitable security systems must take effect, if for example a carriage jams or can only proceed further with an unduly reduced speed. Thus for all moving parts of the roller coaster suitable security systems are provided, in the case of which sensors are utilized to ensure that the intended movements take place in the correct order and with the correct timing. In principle it is necessary to ensure that in the case of all special effects in which the track circuit is interrupted the track is completed again, when the following vehicle reaches the point of interruption. [0100]
As regards details, a normal pivoting operation takes place as follows: starting with the position illustrated in FIG. 1 of the pivoting [0101] rail 1, on which a vehicle (not illustrated) is arriving from the drive-on rails 30 and 30′ and is then braked and halted by the brake means 11 and 12 the locking in the drive-on zone is overridden and the disk brakes 29 are opened. Then the geared motor 15 is so operated that the crank 16 is turned clockwise and accordingly the pivoting rail 1 is pivoted by way of the pitman 17 about the axis 5 of rotation clockwise downward as indicated by the arrow 14. Then the pivoting rail I pivots with its track member 2 downward until the drive-off ends of the rails 10 and 10′ are aligned with the rails 31 and 31′ of the drive-off following track member. In this position the pivoting rail is automatically arrested by the positively acting mechanism 34. Simultaneously the disk brakes 29 take effect during the pivotal movement.
Once the arresting means in the drive-off zone of the pivoting rail has become active the brake means [0102] 11 and 12 may be released and drive-off made possible. Owing to the slope driving force again taking effect or owing to drives which are not illustrated the vehicle may continue on its way at a higher speed. As soon as the vehicle has cleared the coupling rod 1, the pivoting rail without any vehicle on it is returned to its initial position after release of the drive-off arresting means and of the disk brakes 29, that is to say returned to its top terminal position and locked again on the drive-on side. The disk brakes 29 are then applied again. The pivoting rail 1 is ready to receive a further vehicle. As shown in FIG. 7 the vehicles comprise a top carriage 43 and a bottom carriage 44, which are mounted so that they may be turned in relation to each other. In this case there may be a provision such that shortly before a vehicle runs onto the pivoting rail 1 the freely rotatable top carriage 43 is retarded and halted so that no relative rotation between the top and bottom carriages 43 and 44 is possible. In order to enhance enjoyment it is however also possible to have no arresting effect between the top and bottom carriages so that the carriages, dependent on the riders in them, are moved in unpredictable directions and at unpredictable speeds.
Finally the locking of the vehicles to the [0103] rails 10 and 10′ or, respectively, tracks will be seen from FIG. 7 to take place in such a manner that the bottom carriage 44 has upstop wheels 46 and 46′ carried in bogeys and furthermore side guide wheel 47 practically wrapped around the rail.
FIG. 10 shows a section, as seen from the side, of a track circuit of a roller coaster near the [0104] rocker 101 in accordance with the invention which comprises a track member 102 having two parallel tubular rails 103 and 104. The latter are permanently secured to a frame 105, which is rectangular in plan view, having lateral struts 106 and 106′ which for its part is held by means of support frames 107 and 107′ extending to either side at a right angle.
In the top yoke of the support frames [0105] 107 and 107′ respective pivot pins 108 and 108′ are provided, which are rotatably secured in bearing supports 109 and 109′, which are respectively attached to the top end of triangular steels supports 110 and 110′. The steel supports 110 and 110′ rest on a base frame 111, which is supported on supports 11, 112′; 113, 113′; 114 and 114′.
The support frames [0106] 107 and 107′ furthermore possess downwardly directed brake segments 115 and 115′, which cooperate with brake means 116 and 116′, for example jaw brakes.
In order to pivot the [0107] track member 101 as a rocker or to manipulate it, there is furthermore a flange-mounted geared motor 118 on the base frame 11 having a crank and 119 and a pitman 120, the pitman being coupled with the track member 102. Accordingly there is a so-called articulated quadrilateral, which is made up of the pivot point of the geared motor 118, the joint between the crank 119 and the pitman 129 and furthermore the joint between the pitman 129 and the track member 102 and finally the pivot pin 108 of the support frame 107.
The geared [0108] motor 118 is fitted with a force limiter in the torque arm, the brake segment 115′ being activated with the brake 116 so that if the pitman should break the rocker will not be excessively accelerated. A further jaw or disk brake 115 and 116 is activated in a manner dependent on the particular load and the brake force only to hold the rocker in the terminal positions and in the case of any breakage of the crank rod.
In order to simplify the drawing the rocker in FIGS. 10 and 11 is illustrated in a horizontal position, which during normal operation is not of interest as a holding point, and in the present case using a rotary movement of the [0109] crank 119 counter-clockwise the illustrated position is so changed that the track member 102 is so moved that its left free end is pivoted downward clockwise until it is aligned with a following track member 121. In this drive-on position the aligned track sections are locked together.
If now the [0110] crank 119 is turned clockwise the rocker 101 will swing with its right end pointing downward until same is aligned with a following track 123 for driving off. In this drive-off position the aligned track sections are locked.
In order now to additionally prevent the vehicles coasting downward and backward in the position in the [0111] climb 122 during the rocking operation, a rack, which is able to be pivoted upward, provided between the rails 103 and 104 of the track member, is provided as an anti-reverse running means 125, which is pivotally connected by way of pivot levers 126 and 127 with the frame 105. As a security means to prevent backward coasting in the direction of travel with the rocker directed to the slope 124, there is a movable abutment 28, which in the position illustrated in FIG. 10 is pivoted clear of the outline of the vehicle.
FIG. 12 diagrammatically depicts the positive guidance of the vehicles on the [0112] rails 103 and 104 and it is indicated that the vehicle comprises a top carriage 129 and a bottom carriage 130, which are connected together so that they can be turned in relation to one another.
The track circuit is in the form of [0113] parallel tubes 103 and 104, the positive guidance of the bottom carriage 130 being ensured since in bogeys (symbolically indicated at 131) both on the top side and also on the bottom side of the tubes 103 and 104 wheels 133 and upstop wheels 134 and also side guide wheels 135 run.
As shown in FIG. 12 the chicane comprises a brake means [0114] 136 for retarding the vehicle, which possesses as a basic element a brake gap 137 provided between the rails 103 and 104 and furthermore a brake fin 138 mounted on the vehicle and adapted to be introduced into the brake gap 137. In FIG. 14 the brake gap 137 and the brake fin 138 are illustrated on a larger scale again so that during a braking operation the brake gap 137 must be smaller than the width of the brake fin 138.
In principle the rocker is provided with at least two brake means [0115] 136 and with a security brake, not illustrated, placed behind same, such brakes being operated for instance by spring cylinders and being released pneumatically. In the example the beam brake 116 (FIG. 11) having brake beams 139 and 140 (FIG. 13) and a spring cylinder 117 are diagrammatically illustrated.
In the above mentioned design only one carriage or only one vehicle is subject to a desired change in direction. It would be feasible however for a complete train comprising a plurality of carriages or vehicles to perform such rocking movement. In this case it is necessary to ensure that a retarded carriage or train is only released again when a preceding carriage or train is at least at a minimum distance therefrom. It is in any case necessary to ensure that the distances between the individual carriages or trains are not less than a certain minimum distance apart or time apart. In the case of there being any irregularity a security system must take effect, if for instance a carriage jams or travel can only take place with an undue retardation. Thus for all moving parts suitable security systems are provided, in the case of which the timing of movements of the parts is monitored and respective data fed to a central control system in order to ensure that the intended movements take place in the correct order and with the correct timing. In principle in the case of all special effects, in the course of which the track is interrupted, it is necessary to ensure that the track is restored by the to time the following vehicle reaches the position of the interruption. [0116]
As regards details a normal rocking operation takes place as follows: [0117]
When the [0118] track member 102 of the rocker 101 is aligned in its initial position with the following track member 121, that is to say assumes the drive-on position, a vehicle coming from the drive-on rails is received on the track member 102 of the rocker 101 and retarded by the brake means 136 and halted. The track member 102 of the rocker 101 in this case locked in relation to, or with, the following track member 121. Then the geared motor 118 is so switched that the crank 119 is turned clockwise and accordingly the rocker 101 is also pivoted clockwise by way of the pitman 120 about the pivot pin 108. As soon as the free ends of the track member 102 of the rocker 101 approach the free ends of the following track member 123, sensors produce signals indicating that the rail ends are aligned. Then the geared motor is halted and locking of the rails is effected using suitable pressure medium cylinders, such pressure medium cylinders being for instance double acting pneumatic cylinders, which cause a locking or unlocking. It is naturally also possible to provide electropneumatic, plain electrical or mechanical or hydraulic pressure medium means.
Once the vehicle with the riders has been shifted from the drive-in position by rockers the vehicle may then drive out or drive on farther by releasing its brakes owing to the slope taking effect again. Following this the [0119] unengaged rocker 101 is moved back into its initial position, that is to say the position for downhill motion, and the movements of the rocker can recommence with a newly arriving vehicle.
Interestingly the rocker may also be utilized to compensate for different travel times of slow and fast vehicles. Faster vehicles arriving will move farther into the rocker than slow ones. After braking and rocking the faster vehicles will then be in a lower position than the slowly arriving ones and accordingly travel farther on more slowly, since they have a relatively small amount of kinetic energy. [0120]
It is naturally possible for compensation of vehicle travel times to also take place using accelerating means arranged in the drive-out zone, which accelerate the leaving vehicle to a suitable speed. [0121]
If the vehicle has a [0122] top carriage 129 and a bottom carriage 130, which are designed to be turned in relation to each other, locking of the top carriage 129 is unnecessary during the rocking operation, that is to say the rotation of the top carriage 129 does not need in this case to be retarded, something which increases the enjoyment of a ride even more.
Finally it is also possible for the independently moving [0123] track member 102 in the form of the rocker in accordance with the invention 101 to be both straight and also curved in design.
The section of a roller coaster illustrated in FIG. 15 comprises a so-called [0124] descent track 201 integrated in the track circuit as a chicane, which may be arranged in the track circuit at one or more points and serves to enhance the fun offered to the riders. In the case of the descent track it is a question a lug-like, independently moving track member 202, which at the drive-off end is able to be pivoted downward about a shaft 204 extending athwart the direction of travel as indicated by an arrow 203.
The [0125] track member 202 pivoting about the shaft 204 essentially comprises an elongated, box-like cross beam 205, on whose top side tubular rails 206 and 207 are arranged running parallel to it. The rails 206 and 207, which have a constant distance apart, are attached to sleepers 208, which are connected with the cross beam 205.
Approximately at the middle of the [0126] beam 205 there is a bearing plate 209 (reinforcing the beam 25), which on its bottom side is recessed and bears a shaft 210 extending in parallelism to the longitudinal direction of the cross beam 205, such shaft 210 being at its ends rotatably supported at its two ends in bearing support s 211 and 212, the bearing support s being attached to the bearing plate 209.
At the two ends of the [0127] shaft 210 one respective end of a pitman 213 is pivoted, whereas the other end of the pitman is connected with a crank 214 connected with a geared motor 215, such pitman being respectively driven by means of the geared motor 215. The geared motor 215 itself is supported at the middle of an elongated, rectangular base frame 216, which for this purpose is reinforced in this part and is supported on the ground by several feet 217. At the drive-off end of the base frame 216 there is, in the middle thereof, an upwardly extending support column 218 with a substantially square cross section, and at the top end thereof there is a yoke 219 projecting toward the descent track 201, which yoke on the one hand bears the shaft 204, running in the bearing support s 220 and 221, of the descent track 201 and on the other hand bears end members of the drive-off rails 222 and 223.
At the drive-on end of the [0128] descent track 210 in the drive-on area for the descent track 219 there is a suitably arranged support column 224 with a substantially square cross section corresponding to the support column 218, which however is of a greater height than the support column 218, since the descent track 201 is integrated in a downhill ride, for the vehicle themselves lack a drive and essentially are only driven by the inclined plane effect. It is not absolutely necessary for the descent track itself to be at a slope, since the vehicles move into the chicane 201 at a certain speed.
At the top end of the [0129] support column 224 there are the end members of drive-in tracks referenced 225 and 226. The latter are attached to the support column 224 and correspond to the terminal members 227 and 228 of the rails 206 and 207 of the descent track 201.
As shown in FIGS. 16 and 17, the [0130] ends 227 and 228 and, respectively, 229 and 230 of the rails 206, 207 and, respectively, 225 and 226 are cut diagonally so that the rail ends 227 and 228 of the descent track 201 may be moved upward toward the rail ends 229 and 230 of the following track member and as a result the movement of the descent track upward is limited before locking takes place using a bolt 246, adapted to turn about a shaft 245 and fitting in the locking position under a support roller 235. The bolt 246 is biased by means of tension springs 247 and may be operated using a double acting pressure medium cylinder 248. The support roller 235 is attached to the bottom side of the cross beam 205 by means of a chair 231.
In its home position the [0131] descent track 201 is consequently fixed in place, that is to say the descent track cannot move downward out of the way in an uncontrolled manner when a vehicle arrives.
For further security a [0132] rack 236 as a reverse ratchet may be provided between the rails 206 and 207 of the descent track 201 able to move into the clearance outline of the vehicle in an emergency, i. e. if a vehicle should happen to have too little potential energy for some reason or other in order to overcome the upward slope while the descent track 201 is pivoted downward and leave the descent track. Normally the reverse ratchet is not in its operating position and is consequently lowered out of the clearance outline of the vehicle between the rails 206 and 207. The vehicles are furthermore positively held on the rails 206 and 207, the rails being tubular in design for this purpose. The vehicles, which may have a top and a bottom carriage, which may be designed to be turned in relation to one another, and have for this purpose wheels 238 and 239 (in their bottom carriage in wheel bogeys 237 as indicated in FIG. 17) engaging the top side and also the bottom side of the tubular rails 206 and 207, which are guided by such rails and there furthermore being lateral guide wheels 240.
It is also to be noted that for the lateral guidance of the descent track [0133] 201 T girders 232 and 233 are provided on either side of the tracks to ensure that during descent movement and the following backward return movement lateral offset is prevented in the case of a relatively long descent track 201.
In the case of the above described design in all cases only one vehicle is subjected to an intentional change in angle or attitude. However, it would be feasible as well for a train comprising several vehicles to be put at a different angle. [0134]
As regards details a normal operation for the actuation of the descent track illustrated in FIG. 15 takes place as follows: starting in the home position of the [0135] descent track 201 illustrated in FIG. 15, a vehicle firstly travels, for example with a predetermined speed, on the track member 202 of the descent track and moves at such speed along the descent track. The vehicle is not retarded but continues its travel unhindered. When the speed of the vehicle is within a predetermined position and speed window, the descent is started by means of geared motor 215, the descent track being moved into the end position 244 after previous release of the bolt 246.
Since the vehicle still possesses a certain speed potential it can readily tackle the rise of the [0136] descent track 201 now in its terminal setting 244 and leaves the descent track by way of drive-off tracks 222 and 223. The geared motor 214 can be so controlled that the descent track performs several movement cycles as long as the vehicle is on the track member 202 or the descent track is raised again or however remains in its bottom position 244 until the vehicle has cleared the track member 202. It will be seen that by having a suitable timing of the descent track it is possible to have a regulating effect on the speed of the vehicle, since by having a larger or longer lowering of the descent track there will be a greater retardation of the vehicle. It is hence also possible in addition for a longitudinal setting of the crank to be provided for by the invention, such setting being effected by pressure medium means.
The side view of FIG. 18 of a partially sectioned conveying [0137] means 301 shows a lifting means 302 with a tilting unit 304 tilting about pivot pins 303 and 303, such unit possessing two spaced apart tubular rails 304 and 304″. The tilting unit 304 furthermore comprises a frame 305, which cooperates with a sliding boom 306 and the pivot pins 303 and 303′. The sliding boom 306 for its part possesses two spaced apart triangular guide arms 306′ and 306″ made up of section material, which at their free ends are connected with a shaft 307, on whose ends respective sliding guides 308 and 308′ are provided, which respectively bear pairs of rollers 309 and 309′, which are engaged with slides 311 and 311′ attached to the frame 310 of the conveying means 301.
As already mentioned above instead of having the slide guide in the case of which the tilting movements are caused by the lifting drive of the conveying means, another drive means is possible, in the case of which so-called actuators may act directly on the [0138] frame 305 in order to bring about predetermined deflections thereof. In this case the slide guide could be dispensed with, although however additional drive means such as motors, cylinders and the like are necessary together with a series of additional security means, which are not necessary with the slide design, since the energy for tilting comes from the lifting drive and accordingly owing to the positive linking effect between the vertical and tilting movements a series of security means is no longer necessary.
The conveying means [0139] 301 itself possesses a guide 312, on which, on either side bottom pairs of rollers 313 and 313′ and top pairs of rollers 314 and 314 run, the lifting movement taking place using counter weights in a controlled manner. Furthermore sliding guides and/or a hydraulic conveying means could be employed. On the tilting unit 304 a compressor 315 and a pneumatic subplate 316 could be provided for the supply of the various different device such as brake means and the like. These parts may however also be attached to the lifting means 302 so that they do not take part in the tilting motion and only supply pressure medium cylinders on the tilting unit with compressed air by way of suitable pressure lines. Naturally other drive devices or brake means are possible which are driven by hydraulic pressure or electrically###Moreover to the left or to the right of the clearance outline of the travel path within the tilting unit 304 an emergency escape platform 317 with railings can be provided.
At the side the lifting means [0140] 302 possesses double beams 318 and 318′, which in the bottom region of the lifting means 302 possess brackets 319 and 319′, on which bearing supports 320 and 320′ are attached in which the pivot pins 303 are rotatably borne. The double beams 318 and 318′ are spanned by a roof 321, by which an upwardly extending exit ladder 322 is carried. This is adjoined by a ladder 310 (not illustrated) on the frame 310 by way of which persons may quickly leave the installation in the case of an emergency.
In the [0141] frame 305 the clearance space is indicated in FIG. 18 necessary for a vehicle and referenced 323, whereas on the other hand in FIG. 19 a vehicle is illustrated with two riders looking in the direction of travel. At the same time FIG. 19 diagrammatically indicates the positive guiding action on the vehicle on the rails 304′ and 304″ on the one hand by rollers 325 in the bogeys 324 on the top side and also on the bottom side of the tubular rails 304 and 304″ and on the other hand by means of lateral guiding rollers 326.
It is also possible for the vehicles to possess both a top and a bottom carriage, which are able to be turned in relation to one another, something which provides for an enhanced fun-ride. For a turning movement of the top carriage within the conveying means [0142] 301 it is naturally necessary to provide the necessary free clearance so that the emergency exit platform 317 and the railings must have a suitable distance between them.
When the vehicle enters the conveying means [0143] 301 at a certain speed and is not halted by a steeply rising track member of the tilting unit 304, retarding means may be provided such as brakes or spring loaded abutment and furthermore halting means, which retard the vehicle and hold it in a position such that a plurality of following changes in slope of the tilting unit may be effected without the vehicle running down off the tilting unit. The brake means has as its principal elements a brake gap provided between the rails 304′ and 304″ and a brake fin mounted on the vehicle and able to be introduced into the brake gap in such a manner that during a braking operation the brake gap must be smaller than the width of the brake fin. In principle the tilting unit is fitted with at least one brake means, and preferably two brake means, such brakes being preferably operated by way of spring cylinders and being pneumatically released. However, other actuating means such as hydraulic pressure means or electrical actuating means are possible or even a separate drive for the individual vehicles is possible, it being able to be retarded by suitable means. Additional abutments may serve to hold the retarded vehicle.
In the case of the design selected by way of example described above only one carriage or vehicle enters the conveying means [0144] 301 at a time. However it would be also possible for a plurality of single vehicles or furthermore a train comprising several carriages or vehicles would be raised using suitably dimensioned lifting means. For this purpose it would be necessary however for a retarded train or carriage to be only released again, when any preceding train or carriage was at a predetermined distance from it. In any case it is necessary to ensure that the distance between the individual carriages or trains is not less than a certain time or a certain distance. In the case of there being any irregularities it is necessary to see that suitably designed security systems act, if for example a carriage stalls or only moves with undue retardation. Thus for example for all moving parts suitable security systems are provided, in the case of which using sensors the timing of movement of the parts is monitored and fed to a central control system feedback in order to ensure such that the timing of the movements is correct and the movements take place in the right order. In principle the system is so designed that in the case of all special effects, in which the track is interrupted, it is necessary to ensure that the track is joined again, when the next vehicle reaches the point of interruption.
In the following a simple tilting operation will be described. The vehicle drives onto the following [0145] track member 327 into the conveying means 301 and arrives on the tilting unit 304, which in the present case has assumed a horizontal position. Naturally it is possible for the following track member 327 to be inclined upward so that then the tilting unit 304 is correspondingly inclined in order to receive the vehicle. It is naturally possible to have a downward slope so that the tilting unit 304 will have a corresponding downward slope. Moreover, the following track member 327 does not have to be arranged in a horizontal plane and may be inclined to the side so that in this case the tilting unit will assume a lateral inclination. In any case it is necessary to ensure that the following track member 327 and the track member of the tilting unit 304 are aligned with each other. The vehicle is then halted on the tilting unit 304 using a suitable braking means. Then the lifting means 302 together with the vehicle move upward or downward, the tilting unit 4 being simultaneously tilted backward and forward in accordance with the function of the slide guide 308 and 308′cooperating with the slides 311 and 311′, such action depending on the slide guide itself and the movement of the slide. If for example the top end position is reached, the tilting means is so tilted that assumes a forwardly inclined position, as is for example illustrated in FIG. 20 and in the case of which the rails 304 are aligned with the following track member 328.
In order to prevent downward running of the vehicle in this tilted end position there is, for failure of the brakes, a fixed abutment (not illustrated) is provided between the [0146] rails 304′ and 304″, which shortly before release for getting under way, is again pivoted away, such release being possible owing to the action of the inclined plane effect by way of the following track member 328.
FIG. 21 diagrammatically shows a side view of the chicane in accordance with the invention with the conveying means [0147] 301, and it will be seen that the slide 329 and 329′ has a generally sinusoidal form. The guide 312, which complies with the shape of the slide, causes the tilting unit 304 and accordingly the vehicle 330 to be pivoted forward and backward when the lifting means 302 is moved upward. The shape of the slide 329 and 329′ is in this case so sinusoidal or S-like that the vehicle 330 driven into the lifting means by way of following track member 327 as indicated by the arrow 331 and held therein, following the movements backward and forward, in its end position during the upward movement of the conveying means (see FIG. 20) and nevertheless assumes the predetermined direction of travel with a downwardly inclined position in order to be able to continue its travel by way of the following track member 328.

Claims

1. An apparatus of transport of persons for amusement purposes comprising travel path means, preferably in the form of an endless circuit, on which a vehicle may be moved, and more particularly a roller coaster with a track on stands, characterized in that the travel path for the vehicles adapted to move on wheels and/or rails render possible a first type of motion and possesses ride change means preferably at a plurality of positions for a first and/or further hybrid or alternative types of motion, which differ from the first type of motion as regards the timing of the motion and as regards unexpected occurrence thereof to enhance the entertainment value of the ride.

2. The apparatus as set forth in claim 1, characterized by at least one lifting means with which the vehicle can be lifted from the travel path or a part of the travel path (section of the travel path) with the vehicle may be lifted from the rest of the travel path and be put down again.

3. The apparatus as set forth in claim 1, characterized that the vehicle or the travel path section with the vehicle is put down at a position different to that at which it was lifted.

4. The apparatus as set forth in an one of the preceding claims, characterized in that the travel path has at least two and preferably a plurality of alternative sections thereof, the lifting means functioning as a lifting switch so that the vehicle, after such lifting and putting down again, may be on any desired track section.

5. The apparatus as set forth in an one of the preceding claims, characterized in that the travel path more particularly following putting down of the vehicle, is different in nature and is more particularly in the form of a roller coaster, a roller coaster in the dark, a water channel, a somersault roller coaster or the like.

6. The apparatus as set forth in an one of the preceding claims, characterized in that the operation of the lifting means as such and/or the putting down of the vehicle is adapted to be caused interactively more particularly at a particular point on the travel path by the rider and/or by random control.

7. The apparatus as set forth in an one of the preceding claims, characterized in that it is so designed that the vehicle or the travel path section together with the lifted vehicle may perform circular, pivoting, rotating, shaking, jolting, accelerating and/or braking movement or the like.

8. The apparatus as set forth in an one of the preceding claims, characterized in that it is so designed that the vehicle or the travel path section together with the lifted vehicle may be moved past amusement units such as scare unit, water spraying units or the like.

9. The apparatus as set forth in an one of the preceding, characterized in that the lifting means is in the form of a elevator or a lever arm.

10. The apparatus as set forth in claim 9, characterized in that the lever arm is in the form of a multi-axis and/or multi-part pivoting arm, and more particularly one with a plurality of flexing or turning axes, the lift and pivot arm being more particularly mounted on a turntable so that it is able to be pivoted at the pivot point around an axis of turning perpendicular to the axis of turning of the turntable.

11. The apparatus as set forth in claim 9, characterized in that the lifting arm is able to be turned about its longitudinal axis.

12. The apparatus as set forth in claim 9, characterized in that the lifting arm possesses a gripping means, which together with a multi-pivot head joint is arranged on the lifting arm.

13. The apparatus as set forth in claim 9, characterized in that the lifting arm is in the form of a telescoping lifting means.

14. The apparatus as set forth in any one of the preceding claims, characterized in that a plurality of lifting means are arranged in a stellate fashion.

15. The apparatus as set forth in claim 1, characterized in that as a ride change means a chicane (1) is provided to increase the amusement effect, which may be so manipulated that at least one vehicle is subjected to abrupt pitching and/or abrupt rolling.

16. The apparatus as set forth in claim 15, characterized in that the chicane comprises a pivoting rail (1) arranged in the track circuit and which is able to be pivoted as an independent track member (2) about an axis (5) of rotation.

17. The apparatus as set forth in claim 16, characterized in that the track member (2) is arranged to be parallel to the axis (5) of rotation.

18. The apparatus as set forth in claim 16, characterized in that the track member (2) is arranged in the plane, which is defined by the axis of the track member (2) and by the axis (5) of rotation, with an inclination to the axis (5) of rotation.

19. The apparatus as set forth in claim 16, characterized in that the track member (2) is arranged in the plane which is normal to the plane extending through the axis of the track member (2) and through the plane set by the axis (5) of rotation at an angle thereto.

20. The apparatus as set forth in claim 16, characterized in the track member (2) is arranged to be oblique to the axis (5) of rotation.

21. The apparatus as set forth in claim 15, characterized in that the track member (2) is set in relation to the axis (5) of rotation.

22. The apparatus as set forth in claim 15, characterized in that the track member (2) is able to be moved in relation to the axis (5) of rotation, more especially by sliding and/or pivoting.

23. The apparatus as set forth in claim 15, characterized in that the pivoting rail (1) constitutes a switch so that the vehicle is transferred by the rotational movement to one of several connecting rails.

24. The apparatus as set forth in claim 15, characterized in that the pivoting rail (1) is able to be power-moved by means of actuators and more particularly by means of a geared motor (15) and/or pneumatic and/or hydraulic and/or electrical drive units.

25. The apparatus as set forth in claim 24, characterized in that the actuators are controlled by software and render possible programmed motion of the pivoting rail.

26. The apparatus as set forth in claim 15, characterized in that the pivoting rail (1) is adapted to be moved by a slide guide having guide means of the pivoting rail fitting in it.

27. The apparatus as set forth in claim 24, characterized in that the geared motor (15) is coupled by means of a crank (16) and a pitman (17 with the track member (2).

28. The apparatus as set forth in claim 27, characterized in that the pitman (17) is provided with an overload preventing means.

29. The apparatus as set forth in claim 15, characterized in that the vehicles are accelerated at least in the drive-out part of the chicane (1) by additional drives.

30. The apparatus as set forth in claim 15, characterized in that vehicles running on the pivoting rail are retarded and/or halted by at least one retarding means (11, 12 and 13).

31. The apparatus as set forth in claim 30, characterized in that the retarding means of the pivoting rail include at least one brake gap (39) and the vehicle includes at least one brake fin (40) adapted to fit into the gap.

32. The apparatus as set forth in claim 31, characterized in that the retarding means of the pivoting rail comprises an abutment (37).

33. The apparatus as set forth in claim 32, characterized in that the abutment os movable and is able to be pivoted out of the clearance outline of the vehicle.

34. The apparatus as set forth in claim 15, characterized by security means which possess at least one counter weight (21 and 22) engaging the frame of the pivoting rail.

35. The apparatus as set forth in claim 15, characterized in that the power of the geared motor (15) is able to be reduced by the counter weight (21 and 22).

36. The apparatus as set forth in claim 15, characterized in that security means are provided, which comprise at least one additional brake (29) for engaging the frame of the pivoting rail (1).

37. The apparatus as set forth in claim 15, characterized by security means, which include at least one monitoring unit, using which the speed of travel of the vehicle and/or the speed of rotation of the pivoting rail may be checked.

38. The apparatus as set forth in claim 15, characterized in that the timing of movements of the descent rail is so controlled that the track member (2) of the pivoting rail (1) is in the terminal position aligned with the following track member (31 and 31′).

39. The apparatus as set forth in claim 15, characterized in that the track member (2) of the pivoting rail (1) is able to be locked with the respective following track member in the initial and, respectively, terminal position.

40. The apparatus as set forth in claim 1, characterized in that as a ride change means a chicane (1) is provided increasing the amount of fun, which is able to be so handled that at least one vehicle experiences at least one preferably abrupt pitching effect.

41. The apparatus as set forth in claim 40, characterized in that as a chicane a rocker (1) is provided having an independent track member (2) able to be so pivoted about an axis (A) that in the drive-in position the track member has an upward slope (22) and after pivoting into the drive-off position has a downward slope (24).

42. The apparatus as set forth in claim 41, characterized in that the axis (A) is arranged parallel and is at a right angle to the track member (2).

43. The apparatus as set forth in claim 40, characterized in that the track member (2) is set in relation to the axis (A).

44. The apparatus as set forth in claim 40, characterized in that the track member (2) is able to be moved in relation to the axis (A) and is more especially mounted for sliding and/or pivoting motion.

45. The apparatus as set forth in claim 40, characterized in that the rocker (1) constitutes a switch so that the vehicle is transferred by the rocking movement to one of several following rails.

46. The apparatus as set forth in claim 40, characterized in that the rocker (1) is able to be power-moved by means of actuators (18) and more especially by a geared motor and/or pneumatic and/or hydraulic and/or electrical drive units.

47. The apparatus as set forth in claim 46, characterized in that the actuators are controlled by software and render possible programmed movements of the rocker (1).

48. The apparatus as set forth in claim 40, characterized in that the track member (2) of the rocker (1) is able to be moved by means of a slide guide having guide means of the track member fitting into it.

49. The apparatus as set forth in claim 48, characterized in that the geared motor (18) is coupled by means of at least one crank (19) and at least one pitman (20) with the track member (2).

50. The apparatus as set forth in claim 49, characterized in that the pitman (20) is provided with an overload preventing means.

51. The apparatus as set forth in claim 40, characterized in that a vehicle running through the chicane is retarded and/or halted by at least one braking means (36).

52. The apparatus as set forth in claim 51, characterized in that the retarding means (36) of the rocker (1) comprise at least one brake gap (37) provided between the rails (3 and 4) and at least one brake fin (38) arranged on the vehicle and adapted to fit into the brake gap (38).

53. The apparatus as set forth in claim 51, characterized in that the retarding means of the rocker comprises at least one moving abutment (25 and 28).

54. The apparatus as set forth in claim 53, characterized in that the abutment is constituted by means (25) preventing backward motion, which is placed so that it can be pivoted out of the clearance outline of the vehicle.

55. The apparatus as set forth in claim 53, characterized in that the abutment is constituted by a lever-like lug (28) which is arranged at the drive-out end of the track member (2) and may be pivoted out of the clearance outline of the vehicle.

56. The apparatus as set forth in claim 1, characterized in that redundant security means are provided.

57. The apparatus as set forth in claim 56, characterized in that the security means comprises at least one additional brake (15, 16, 15′ and 16′) adapted to engage the frame of the rocker.

58. The apparatus as set forth in claim 56, characterized in that the security means comprise at least one monitoring unit, using which the speed of travel of the vehicle may be checked.

59. The apparatus as set forth in claim 40, characterized in that the timing of movements of the rocker (1) is so controlled that the track member (2) of the rocker is aligned with a following track member (21′ and 23) in the terminal position.

60. The apparatus as set forth in claim 40, characterized in that at least one damping means (32) is provided for damping the movement the of the rocker (1) near its terminal position.

61. The apparatus as set forth in claim 40, characterized in that the track member (2) of the rocker (1) is able to be locked in the initial and, respectively, terminal position with the respective following track member (21 and 23).

62. The apparatus as set forth in claim 1, characterized in that the ride change means comprise a chicane (1) increasing the entertainment value and able to be so manipulated that during travel through the chicane at least one vehicle is able to be moved from the track level abruptly to a second and more especially lower level and can continue the ride at this level.

63. The apparatus as set forth in claim 62, characterized in that the chicane comprises a descent track (1) arranged in the circuit and which is able to be pivoted as an independent track member (2) about an axis (4) arranged athwart the course of the rails.

64. The apparatus as set forth in claim 62, characterized in that the chicane comprises a descent track (1) arranged in the track circuit and which as an independent track member (2) is able to be offset from the track circuit to the second and more particularly lower level.

65. The apparatus as set forth in claim 63, characterized in that the axis (4) is present at the drive-off end of the independent track member (2).

66. The apparatus as set forth in claim 63, characterized in that the axis is arranged at the drive-on end of the independent track member (2) and the track member (2) is able to be connected at its free drive-off end with a following track member (22 and 23).

67. The apparatus as set forth in claim 64, characterized in that the track member (2) is able to be connected at its free drive-off end with a following track member (22 and 23).

68. The apparatus as set forth in claim 62, characterized in that the independently moving track member (2) is guided (32 and 33) at the side of the track circuit.

69. The apparatus as set forth in claim 62, characterized in that the descent track (1) constitutes a switch in such a manner that the vehicle is transferred by the pivoting or offsetting motion to one of several following rails.

70. The apparatus as set forth in claim 62, characterized in that the descent track is able to be power-moved by means of actuators and more particularly by means of a geared motor (15) and/or pneumatic and/or hydraulic and/or electrical drive units.

71. The apparatus as set forth in claim 70, characterized in that the actuators are software controlled and render possible programmed movements of the descent track.

72. The apparatus as set forth in claim 70, characterized in that the geared motor (15) is coupled by at least one crank (14) and a pitman (13) with the track member (2).

73. The apparatus as set forth in claim 72, characterized in that the pitman (13) is provided with an overload preventing means.

74. The apparatus as set forth in claim 62, characterized in that in the track member (2) a rack (36) is provided able to be pivoted into the clearance outline of the vehicle, such rack being able to be engaged with corresponding detent means on the vehicle.

75. The apparatus as set forth in claim 62, characterized in that the timing of movements of the descent track (1) is such that the track member (2) is aligned with the following track member (22 and 23) in the terminal position.

76. The apparatus as set forth in claim 62, characterized in that the track member (2) of the descent track (1) is able to be locked in the initial and, respectively, terminal position with the respective following track member (22, 23; 25 and 26).

77. A method for producing a surprising effect for rides using a positively guided vehicle moving through a chicane as set forth in claim 1, characterized in that the track member (2) is then pivoted or lowered to a lower level, when the vehicle travels over the track member within a predetermined speed window.

78. The method as set forth in claim 77, characterized in that the track member (2) is only pivoted back or lifted into its initial position when the vehicle has left the track member.

79. The method as set forth in claim 77, characterized in that the track member (2) performs a plurality of movement cycles during passage of the vehicle.

80. The apparatus as set forth in claim 1, characterized in that as a ride change means a chicane is provided increasing the amusement value, in which at least one vehicle (30) is able to be moved by means of a conveying means (1) from a first travel plane to a second travel plane simultaneously with at least one pitching effect and/or change in yaw.

81. The apparatus as set forth in claim 80, characterized in that the conveying means (1) constitutes a switch, and using at least one lifting means (2) a vehicle (30) received in a drive-in position is transferred to a following track member (27) at a higher or lower level.

82. The apparatus as set forth in claim 81, characterized in that the lifting means of the conveying means (1) comprises a rail tilting means (4) which is able to be tilted about roll and/or pitch axis of the driven-in vehicle (30) and/or is able to be pivoted around the yaw axis of the driven- vehicle (30).

83. The apparatus as set forth in claim 82, characterized in that the tilting unit (4) is mounted on a point bearing of the lifting means (2) for movement to all sides.

84. The apparatus as set forth in claim 80, characterized in that the tilting unit (4) is able to be power-moved name actuators and more particularly by pneumatic and/or hydraulic and/or electrical drive units.

85. The apparatus as set forth in claim 84, characterized in that the actuators are controlled by software and render possible programmable movements of the tilting unit.

86. The apparatus as set forth in claim 80, characterized in that the tilting unit (4) is able to be moved by passive control means and more particularly by a slide guide.

87. The apparatus as set forth in claim 86, characterized in that the slide guide includes a slide (11, 11′, 29 and 29′) arranged outside the path of movement of the lifting means (2), guide means (8 and 8′) fitting into the slide (11, 11′, 29 and 29′).

88. The apparatus as set forth in claim 87, characterized in that the slide (11, 11′, 29 and 29′) comprises a guide rail spanning the conveying height of the conveying means (1).

89. The apparatus as set forth in claim 87, characterized in that the slide (11, 11′, 29 and 29′) is movably mounted in the space outside the path of movement of the lifting means (2).

90. The apparatus as set forth in claim 89, characterized in that the slide (11 and 11′) is mounted for pivoting movement around at least one axis.

91. The apparatus as set forth in claim 87, characterized in that the slide (29 and 29′) has an arcuate shape with alternating curves.

92. The apparatus as set forth in claim 1, characterized in that the vehicles (30) are substantially driven by a descending inclined plane effect.

93. The apparatus as set forth in claim 1, characterized in that at least in the drive-out part (28) the vehicles (30) from the conveying means (1) are able to be accelerated by additional drives.

94. The apparatus as set forth in claim 1, characterized in that the drives are more particularly in the form of a friction wheel drive, a linear drive or a pneumatic drive.

95. The apparatus as set forth in characterized in that a vehicle (30) moving through the chicane is retarded and/or halted by a brake means.

96. The apparatus as set forth in claim 95, characterized in that the brake means of the tilting unit (4) of the conveying means (1) comprises at least one brake gap and the vehicle comprises at least one brake fin able to be introduced into such gap.

97. The apparatus as set forth in claim 95, characterized in that the brake means of the tilting unit (4) of the conveying means (1) includes a movable abutment.

98. The apparatus as set forth in claim 95, characterized in that the timing of motion of the tilting unit is so controlled that the track member (4′ and 4″) of the tilting unit (4) is in the terminal position of the conveying aligned with the following track member (28).

99. The apparatus as set forth in claim 80, characterized in that track member (4′ and 4″) of the tilting unit (4) is able to be locked to the following track member (28) in the terminal position of the conveying means (1).

100. The apparatus as set forth in claim 1, characterized in that the vehicle (30) is provided with a top carriage able to be turned in relation to the bottom carriage thereof.

101. A vehicle for an apparatus as set forth in claim 1, characterized in that the vehicle is provided with a top carriage (43) able to be turned in relation to the bottom vehicle (44) thereof.

102. A vehicle for a method as set forth in claim 77, characterized in that the vehicle is provided with a top carriage (43) able to be turned in relation to the bottom vehicle (44) thereof.