WO2024058803A1 - Cinéma dynamique - Google Patents

Cinéma dynamique Download PDF

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Publication number
WO2024058803A1
WO2024058803A1 PCT/US2022/076313 US2022076313W WO2024058803A1 WO 2024058803 A1 WO2024058803 A1 WO 2024058803A1 US 2022076313 W US2022076313 W US 2022076313W WO 2024058803 A1 WO2024058803 A1 WO 2024058803A1
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WO
WIPO (PCT)
Prior art keywords
ride
cabin
flying
carriage
heave
Prior art date
Application number
PCT/US2022/076313
Other languages
English (en)
Inventor
Alex YAMICH
Original Assignee
Medici XD, LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Medici XD, LLC filed Critical Medici XD, LLC
Priority to PCT/US2022/076313 priority Critical patent/WO2024058803A1/fr
Publication of WO2024058803A1 publication Critical patent/WO2024058803A1/fr

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Classifications

    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63G—MERRY-GO-ROUNDS; SWINGS; ROCKING-HORSES; CHUTES; SWITCHBACKS; SIMILAR DEVICES FOR PUBLIC AMUSEMENT
    • A63G31/00—Amusement arrangements

Definitions

  • the present invention relates to the field of amusement rides, and particularly the field of flying theatres.
  • Flying theaters are typically comprised of multiple rows of passengers seat, with the rows stacked vertically during the show portion of the ride.
  • the passenger seat rows typically are capable of some degree of vertical movement during the show, to simulate a sensation of flying that coordinates with a video presentation shown to the riders.
  • the present invention in particular represents an improvement in flying theatre rides as it provides for additional degrees of movement, lighter weight, and a greater sensation of movement imparted to passengers.
  • 9,463,391 describes yet another flying theater configuration, in which multiple passenger seat rows are mounted on a platform, which serves as a floor during loading; the platform is then pivoted into a vertical position for the show portion of the ride.
  • the present invention relates to the field of amusement rides, and particularly the field of flying theatres.
  • Flying theaters are typically comprised of multiple rows of passengers seat, with the rows stacked vertically during the show portion of the ride.
  • the passenger seat rows typically are capable of some degree of vertical movement during the show, to simulate a sensation of flying that coordinates with a video presentation shown to the riders.
  • the present invention in particular represents an improvement in flying theatre rides as it provides for additional degrees of movement, lighter weight, and a greater sensation of movement imparted to passengers.
  • Flying theaters often are relegated to a more casual experience, having to increase range of motion to offset low acceleration or vice versa.
  • the present invention aims to provide an experience that can cover all ranges of flying theater needs allowing ride operators to get the most out of the ride.
  • the present invention improves on previous flying theaters because it provides guests greater motion, and additional types of motion accomplished in unique ways.
  • the performance parameters of the theater give it the unique ability to not only smoothly replicate the motion of a light flying experience but also simulate motions that are more aggressive than in existing flying theater rides. Guests experience turbulence and more exciting experiences that would otherwise be sacrificed due to limitations in the range of motion or quality of experience of existing rides that would take the rider out of the experience.
  • the present invention is intended to replicate the motion of a nonspecific flying machine, having the ability to replicate motions that are more aggressive than the traditional floating or gliding experience.
  • the degrees of motion can be broken down into five types: the takeoff and media reveal, primary heave, secondary heave, roll, and finally pitch.
  • the invention comprises one or more rows of passenger seats or cabins, each cabin associated with a carriage and a transport, supported by a superstructure.
  • Each transport has one or more sets of wheel assemblies or bogies adapted to guide the transport (and by extension the carriage, and cabin) along a set of rails.
  • Each rail exhibits a compound curvature along its length and comprises three sections: a loading section, a transition section, and a show section.
  • the cabins are disposed generally below the superstructure, transport, and carriage in a hanging arrangement.
  • the transports are moved into the show position through the operation of a set of drums and cables attached to one or more of the transports.
  • each cabin is capable of being moved up and down (secondary heave), pitching up or down, and rolling.
  • the invention comprises one or more rows of passenger seats or cabins, each cabin associated with a carriage and a transport, supported by a superstructure.
  • Each transport has one or more sets of wheel assemblies or bogies adapted to guide the transport (and by extension the carriage, and cabin) along a set of rails.
  • Each rail exhibits a compound curvature along its length and comprises three sections: a loading section, a transition section, and a show section.
  • the cabins are disposed generally above the superstructure, transport, and carriage, with the transport and carriage acting as a floor during loading.
  • the transports are moved into the show position through the operation of a set of drums and cables attached to one or more of the transports.
  • each cabin is capable of being moved up and down (secondary heave), pitching up or down, and rolling.
  • FIG. 1 illustrates a perspective view of a bottom-loading embodiment of the invention, showing the ride during the load and unload stage.
  • FIG. 2 illustrates a side view of a bottom-loading embodiment of the invention, with the superstructure removed, showing the ride during the load and unload stage.
  • FIG. 3 illustrates a side view of a bottom-loading embodiment of the invention, with the superstructure removed, showing the ride during the show stage.
  • FIGS. 4 A through 4C are side views of the ride vehicle.
  • FIG. 4 A shows the ride vehicle during a secondary heave maneuver
  • FIG. 4B shows the ride vehicle during an upward pitch maneuver
  • FIG. 4C shows the ride vehicle during a downward pitch maneuver.
  • FIG. 5 is a front view of the ride vehicle showing the ride vehicle during a roll maneuver.
  • FIGS. 6 A through 6E illustrate an embodiment of the transport and gimbal system of the invention.
  • FIG. 7 shows a perspective view of a top-loading embodiment of the invention.
  • FIG. 8 illustrates a side view of a top-loading embodiment of the invention, with the superstructure removed, showing the ride during the load and unload stage.
  • FIG. 9 shows a side view of a top-loading embodiment of the invention, with the superstructure removed, showing the ride during the show stage.
  • FIG. 10 is a graph showing the G-forces that may be encountered by a rider during the ride.
  • the present invention relates to the field of amusement rides, and particularly the field of flying theatres.
  • Flying theaters are typically comprised of multiple rows of passengers seat, with the rows stacked vertically during the show portion of the ride.
  • the passenger seat rows typically are capable of some degree of vertical movement during the show, to simulate a sensation of flying that coordinates with a video presentation shown to the riders.
  • the present invention in particular represents an improvement in flying theatre rides as it provides for additional degrees of movement, lighter weight, and a greater sensation of movement imparted to passengers.
  • Flying theaters often are relegated to a more casual experience, having to increase range of motion to offset low acceleration or vice versa.
  • the present invention aims to provide an experience that can cover all ranges of flying theater needs allowing ride operators to get the most out of the ride.
  • the present invention improves on previous flying theaters because it provides guests greater motion, and additional types of motion accomplished in unique ways.
  • the performance parameters of the theater give it the unique ability to not only smoothly replicate the motion of a light flying experience but also simulate motions that are more aggressive than in existing flying theater rides. Guests experience turbulence and more exciting experiences that would otherwise be sacrificed due to limitations in the range of motion or quality of experience of existing rides that would take the rider out of the experience.
  • the present invention is intended to replicate the motion of a nonspecific flying machine, having the ability to replicate motions that are more aggressive than the traditional floating or gliding experience.
  • the degrees of motion can be broken down into five types: the takeoff and media reveal, primary heave, secondary heave, roll, and finally pitch.
  • FIG. 1 shows a perspective view of one embodiment of the invention.
  • This embodiment shows the flying theater ride 100 in the bottom-loading configuration.
  • the flying theater comprises three cabins 110, with each cabin comprised of multiple seats arranged in a row.
  • each cabin is suspended underneath a corresponding transport 120, and adjacent to a corresponding carriage 130.
  • numbering has been omitted for like items in the Figures.
  • FIGS. 1 and 2 only one cabin has been called out with a number (110) in the drawing.
  • the transport can be considered analogous to a roller coaster car in that the transport that engages with the rails 150 via wheel cartridges or bogies 125 similar to a roller coaster.
  • the carriage 130 contains the mechanism that allow the cabin 110 to experience additional types of movement described below.
  • the carriage 130 is movably attached to the transport 120 via two or more support gimbal assemblies that allow the carriage to rotate and slide up, down, and side to side relative to the transport when in the show stage of the ride.
  • the support gimbal assemblies utilize linear slides for guiding of motion, and a turntable style bearing to allow for rotation.
  • two gimbal assemblies are used. Where two or more gimbal assemblies are used, it is preferred that one of the assemblies does not allow side to side lateral motion in order to constrain the carriage 120 and cabin 110.
  • the gimbal assembly aspect of the invention is described in more detail with respect to FIG. 6A through 6E, below.
  • the carriage is also connected to the cabin 110 such that during roll and secondary heave maneuvers, the carriage 120 and the cabin 110 move in unison.
  • the carriage 120 and cabin 110 are also connected via a pivot in one dimension in order to allow pitch maneuvers, as described below.
  • the passenger cabin 110, transport 120, and carriage 130 are referred to as the “ride vehicle” 105.
  • a viewing screen (not pictured) is located to the left side of the superstructure 190 in the view shown in FIG. 1.
  • the viewing screen may be LCD, LED, projection, or any other technology suitable to present images to the riders.
  • the rider may be given a VR headset or similar personal viewing screen on which the visual portion of the ride is presented.
  • the carriage 130 is disposed below each transport 120. As described below, the carriages 130 include mechanisms that allow the cabin to roll and pitch while in operation.
  • the cabin 110 is attached in a pivotable manner to the carriage 130. As shown in FIGS. 1 and 2, the pivot allows the cabin 110 to hang down below the carriage 130 and transport 120 during loading.
  • the flying theater 100 has two rails 150 along which the transport 120 moves during operation.
  • the flying theater 100 of this embodiment uses a drum 141 and cable 142 to accomplish movement of the ride vehicle 105.
  • This embodiment in particular uses two drum 141 and cable 142 sets, one located on each side of the flying theater 100. Together, the drum 141 and cable 142 are sometimes referred to as a “heave system” 140.
  • a primary heave is used for major flight motion ranges (e.g., from loading to show positions), while secondary heave can be used in combination with primary heave for additional motion at the ends of the primary heave range or to add smoothness and/or additional accelerations in directional changes for the primary heave. Secondary heave is explained in more detail below. In a preferred embodiment, more than one heave system is used, both for redundancy and for load sharing that will ensure repeatability.
  • the heave system may be comprised of a rack and pinion assembly, a pivoting screw drive system, a linear actuator system, or an actuated linkage system could also be utilized.
  • a motor attached to the wheels of the bogies could work as well as a “pinch drive” where gas springs, coil springs, or compressed rubber pads would be compressed to provide the friction force for the drive wheels to not slip along the path.
  • FIG. 2 illustrates a side view of the current embodiment, but with the superstructure removed for ease of understanding the invention.
  • a length of cable 142 is let out or taken in to the drum 141 to move the ride vehicle 105 along the rail
  • the side view more clearly shows the compound curvature of the rail 150.
  • the transport 120 is located along a substantially horizontal portion 151 of the rail.
  • the cable 142 is attached to an attachment point 160 located on the transport 120.
  • the cable is attached to the attachment point 160 on the hindmost transport 120.
  • the ride vehicle 105 When the cable 142 is taken in or wound around the drum 141, the ride vehicle 105 will begin to move with a forward surge along the first rail segment 151, or to the left in the side view of FIG. 2.
  • the first rail segment 151 is not exactly horizontal, but has a shallow upward angle. This portion of travel is referred to as “takeoff’ as it often simulates the rider taking off in an aircraft.
  • the second rail segment 152 in this embodiment has a greater radius of curvature than the first segment 151, thus simulating an abrupt launch into the air.
  • the portion of travel that takes place along the second rail segment 153 is often referred to as “media reveal” as it is typically during this portion of the ride that the riders are first able to see the images being displayed on the view screen. Movement along the tight radius has the added benefit of providing additional G forces in the cabin seat pan such that when the guest enters the third rail section 153, the guest experiences a sensation of weightlessness.
  • FIG. 3 shows the present embodiment with the ride vehicle 105 in show position on the third rail segment 153.
  • the superstructure is again omitted in this view for ease of understanding. Because the majority of the ride takes place with the cabin in this position on the rail, this is also referred to as “show” position.
  • the cabin 110 pivots from the previous orientation of being perpendicular to the carriage 120 to being at an angle closer to parallel to the carriage 120.
  • FIG. 4A shows a side view of the ride vehicle 105 in the position depicted in FIG. 3.
  • the carriage 130 includes a heave actuator 135 that is used to push the carriage 120 vertically, either up or down, and in so doing pushing the attached cabin 110 up and down.
  • the carriage 120 and the cabin 110 move up and down together during a secondary heave maneuver.
  • the carriage 120 moves up and down in relation to the transport 110 during a secondary heave maneuver.
  • the carriage will include at least two heave actuators 135 distributed along the length of the carriage 130 to facilitate secondary heave during the ride.
  • the heave system 140 can optionally be engaged in tandem with the heave actuator 135 to increase the travel distance and/or speed of the cabin during the secondary heave motion.
  • the secondary heave utilizes two actuators 135 to support the guest compartment as well as provide additional heave with a travel of around 10.13 inches.
  • the maximum speed preferably would not exceed 1 ft/s with a maximum acceleration of 0.1 G.
  • the relatively low G forces experienced by the secondary heave is because the secondary heave is intended to act as a support for providing the sensation of additional range of motion, or smaller bumps for turbulence or similar types of motion encountered.
  • Pitch is a cabin movement that points the riders body at an angle from vertical, as shown in the figures. Pitch is a key motion as when combined with heave it allows for diving swooping motions that are commonly thought of when flying.
  • the carriage 130 includes pitch actuators 136 that are connected to the carriage 130 and to the cabin 110 at a pitch actuator attachment point 138.
  • the cabin 110 is pivotably connected to the carriage 130 at a pivot point 137. The pivot point may extend along the entire width of the cabin, or there may be several pivot points of attachment at various points along the width of the cabin.
  • FIG. 4B and 4C Another type of movement capable with the present invention is pitch, illustrated in FIGS. 4B and 4C.
  • Pitch is a cabin movement that points the riders body at an angle from vertical, as shown in the figures. Pitch is a key motion as when combined with heave it allows for diving swooping motions that are commonly thought of when flying.
  • the carriage 130 includes pitch actuators 136 that are connected to the carriage 130 and to
  • FIG. 4B the pivot actuator is activated, pulling the top of the cabin 110 back toward the transport 120, thereby pitching the cabin 110 and the rider up.
  • FIG. 4B the carriage 110 is pitched up by approximately 10 degrees, as compared to the neutral position shown in FIG. 4A.
  • FIG. 4C shows the pitch actuator 136 being activated and pushing the top of the carriage 110 forward, thereby pitching the cabin 110 and the rider down.
  • the carriage 110 is pitched down by approximately 10 degrees, as compared to the neutral position shown in FIG. 4A.
  • FIG. 5 shows a front view of the ride vehicle 105, showing the roll capability of the invention.
  • the secondary heave doubles as a means of providing roll to the guests where it can be varied along the length of the cabin such that a central point of rotation does not result in one seat having less of an experience than another.
  • the cabin 110 is rolling to the right, as experienced from the rider’s point of view. Rolling is accomplished by activating the at least two heave actuators 135 in different degrees and/or in different directions.
  • heave actuator 135a (visible in FIG. 6 A) is activated to drop the rider’s right side down
  • heave actuator 135b (visible in FIG. 6A) is activated to lift the rider’s left side up.
  • the cabin 110 is thereby tipped to one side, simulating a roll maneuver.
  • one heave actuator 135 is lifting one end of the cabin 110, while another heave actuator 135 is dropping the other end of the cabin 110.
  • the roll maneuver may be performed by both heave actuators lifting their respective ends of the cabin 110, but to different degrees. In this manner, the roll maneuver would be accompanied by a simulated gain in altitude, providing an additional variation for the guest to experience.
  • both heave actuators could be activated downward to drop the cabin 110, but to different degrees, thus simulating a roll and decrease in altitude.
  • the ride vehicle 105 may comprise more than two heave actuators.
  • a third actuator may be situated at approximately the lateral midpoint of the ride vehicle 105, etc.
  • Similar methods could be employed to perform a roll maneuver in this variation.
  • a roll could be effected by having all three actuators lift, but to different degrees.
  • the left side actuator could lift the left end of the cabin, the middle actuator could remain in a neutral position, and the right side actuator could drop the right end of the cabin to simulate a roll toward the right side.
  • a person of skill in the art will understand that various combinations of activation may be effected according to this invention.
  • the range of motion for the roll is slight as the roll is meant to accentuate any rolling camera work in the media being presented to the guests.
  • the carriage can roll a maximum of +/- 2 degrees (roll left and roll right) for a full range of 4 degrees, at a maximum speed of 2 deg/s and a maximum acceleration of 6 deg/s A 2.
  • This freedom of motion is important as it enables the ride to simulate an airplane banking maneuvers in which the plane rolls left or right while turning.
  • True banking in an airplane (and in animal movement) involves roll and yaw (rotation about the vertical axis) to accomplish a turn.
  • yaw is not an practical form of motion in flying theaters, as it adds to the cost with little additional enjoyment added to the guest experience.
  • the flying theater makes use of the movements described herein to simulate more motion than is actually occurring.
  • FIG. 6A is a front view of one embodiment of the invention while in the show position, with the cabin 110 and carriage 130 removed from the illustration of the middle ride vehicle, exposing the transport, gimbal assemblies 181, 185, and heave actuators 135a, 135b.
  • FIG. 6B shows a close-up isolated front view of the exposed transport of FIG. 6 A.
  • Gimbal assemblies 181, 185 are attached to the transport 120 and to the carriage 130 (not pictured) in this embodiment.
  • two gimbal assemblies are shown here, a person of skill in the art will understand that more than two gimbal assemblies may be employed consistent with the object of this invention.
  • gimbal assemblies will be equally spaced along the length of the transport.
  • the two gimbal assemblies are not identical; in particular, gimbal assembly 181 has more degrees of motion (up, down, left, right, and rotational) than gimbal assembly 185 (up and down, and rotational only).
  • the gimbal assembly in one of the end-most positions i.e., farthest to the right or to the left
  • the gimbal assembly in one of the end-most positions will be capable of two types of motion (up and down, rotational), while the remaining gimbals will be capable of more types of motion (up and down, left and right, and rotational).
  • the difference in degrees of motion helps to alleviate cabin stress, while also providing for stability, as described below.
  • FIG. 6C shows the back view of the close-up isolated illustration of the transport depicted in FIG. 6B.
  • the view of the heave actuators is blocked by the transport 120, but a portion of the gimbal assemblies 181, 185 can be seen through the gaps in the transport 120 assembly.
  • the design of the transport 120 body assembly in the figures accompanying this description are meant to be illustrative only, and not limited. That is, the depiction of the transport body assembly as being two side-by-side x-shaped structures is a preferred embodiment only.
  • a person of skill in the art will recognize that alternative designs may be employed within the scope of the invention, such as a grid, mesh, hexagonal, or other structurally sound configuration that provides the requisite strength and weight characteristics.
  • FIG. 6D is a perspective view of the gimbal assembly 181 , as seen from the back side.
  • Gimbal assembly 181 comprises a vertical guide rail 182, a horizontal guide rail 183, and a slewing ring 184.
  • the carriage would be attached to the gimbal on the slewing ring side, and the transport would be attached to the gimbal on the vertical guide rail side.
  • FIG. 6E is a back view of the gimbal assembly 185.
  • Gimbal assembly 185 comprises a vertical guide rail 186, and a slewing ring 187.
  • the carriage would be attached to the gimbal on the slewing ring side, and the transport would be attached to the gimbal on the vertical guide rail side.
  • the cabin 110 is rolling to the right, as experienced from the rider’s point of view. Rolling is accomplished by activating the at least two heave actuators 135a, 135b (shown in FIGS. 6 A, 6B) in different degrees and/or in different directions.
  • heave actuator 135a visible in FIG. 6 A
  • heave actuator 135b visible in FIG. 6 A
  • the cabin 110 is thereby tipped to one side, simulating a roll maneuver.
  • the gimbal assemblies 181, 185 help to alleviate stress on the ride vehicle during this maneuver.
  • the rider’s right side of the cabin 110 dips down during the roll maneuver the rider’s left side rises.
  • a rigid cabin is subjected to stress during this maneuver.
  • the cabin is allowed to slide up and down, assisted by the vertical guide rails 123, 186.
  • gimbal assembly 181 with the horizontal guide rail 183 is located on the rider’s left side.
  • the terms “vertical guide rail” and “horizontal guide rails” are used because the motion along these rails is predominantly vertical and horizontal, respectively, and because when in the neutral position, the guide rails will be aligned vertically and horizontally, respectively.
  • the rotation of the gimbal assembly means that travel along the vertical guide rail will also include a small horizontal component and travel along the horizontal guide rail will also include a small vertical component.
  • the slewing rings 184, 187 rotate, the vertical guide rails 182, 186 allow the cabin to slide up and down, and the horizontal guide 183 rail allows the rider’s left side to slide to the rider’s right. In this manner, the roll maneuver can be effectuated without placing undue stress on the ride vehicle 105, [0058]
  • the amount of horizontal travel along the horizontal guide rail 183 during a roll maneuver is typically so short that it would be imperceptible to the rider. Because of this it is not necessary to have a horizontal guide rail on the gimbal assembly on each end of the ride vehicle.
  • the gimbal assembly on one end will not have a horizontal guide rail.
  • the horizontal guide rail on the gimbal assembly on one end of the ride vehicle there is an added benefit of security, as it will prevent excess horizontal sliding during the roll maneuver.
  • FIGS. 1-6 The embodiment described above and shown in FIGS. 1-6 is a preferred embodiment of the present invention. It should be understood that variations on this embodiment are also contemplated. For example, instead of three cabins, the ride may have more or fewer passenger row cabins consistent with this invention. Instead of using wheel cartridges, the invention may make use of a rack and pinion mechanism, railroad-style tracks, or other suitable rails or tracks. The invention may include multiple sets of drum and cable mechanisms, including one set attached to each transport, or the invention may make use of a powered onboard drive system to move the transports. Likewise, the rail itself may take a different shape with different curvatures than that disclosed in the drawings. Additional variations not explicitly set forth herein may be employed without departing from the scope of this invention.
  • FIG. 7 Another embodiment of the invention is depicted in FIG. 7.
  • the ride vehicle 1105 is positioned above the superstructure 1190 during the loading stage.
  • the flying theater comprises three cabins 1110, with each cabin 1110 comprised of multiple seats arranged in a row.
  • each cabin is placed above a corresponding transport 1120, and adjacent to a corresponding carriage 1130.
  • the passenger cabin 1110, transport 1120, and carriage 1130 are referred to as the “ride vehicle” 1105.
  • the transport can be considered analogous to a roller coaster car in that the transport that engages with the rails 1150 via wheel cartridges or bogies 1125.
  • the transport 1120 also comprises an upright 1122 extending upward (during loading) from the main body of the transport 1120.
  • a viewing screen (not pictured) is located to the left side of the superstructure 1190 in the view shown in FIG. 7.
  • the viewing screen may be LCD, LED, projection, or any other technology suitable to present images to the riders.
  • the rider may be given a VR headset or similar personal viewing screen on which the visual portion of the ride is presented.
  • FIG. 8 shows the same embodiment during the loading stage from a side view, with the superstructure removed for ease of viewing.
  • the pivot allows the cabin 1110 to pivot from a position above the carriage 1130 during loading to a hanging position substantially parallel to the carriage 1130 during the show portion of the ride (see FIG. 9, below).
  • the flying theater 1100 has two rails 1150 along which the transport 1120 moves during operation.
  • the flying theater 1100 of this embodiment uses a drum 1141 and cable 1142 to accomplish movement of the ride vehicle 1105, in a similar manner as in FIGS 1 through 4.
  • This embodiment in particular uses two drum 1141 and cable 1142 sets, one located on each side of the flying theater 100. Together, the drum 1141 and cable 1142 are sometimes referred to as a “heave system” 1140. Movement of the ride vehicle 1105 along the rails is referred to as “heave.”
  • a length of cable 1142 is let out or taken in to the drum 1141 to move the ride vehicle 1105 along the rail 1150.
  • the side view more clearly shows the compound curvature of the rail 1150.
  • the transport 1120 is located along a substantially horizontal portion 1151 of the rail.
  • the cable 1142 is attached to an attachment point (not shown) located on the transport 1120.
  • the cable is attached to an attachment point 1160 on the front transport 1120.
  • the ride vehicle 1105 When the cable 1142 is let out or unwound around the drum 1141, the ride vehicle 1105 will begin to move with a forward surge along the first rail segment 1151, or to the left in the side view of FIG. 8.
  • the first rail segment 1151 is not exactly horizontal, but has a shallow downward angle. This portion of travel is referred to as “dive” as it may simulate diving in an aircraft, submarine, etc.
  • the ride vehicle 1105 As the ride vehicle 1105 reaches the end of the first segment of the rail 1151, it moves into a composite curve, comprising at least a first and second rail segment. As the ride vehicle 1105 moves to the second rail segment 1152, the ride vehicle 1105 will accelerate more rapidly downward.
  • the second rail segment 1152 in this embodiment has a greater radius of curvature than the first segment 1151, thus simulating an abrupt dive.
  • the portion of travel that takes place along the second rail segment 1152 is often referred to as “media reveal” as it is typically during this portion of the ride that the riders are first able to see the images being displayed on the view screen. Movement along the tight radius has the added benefit of simulating a free fall with lessened G forces in the cabin seat pan such that when the guest enters the third rail section 1153 and comes to a stop, the guest experiences increased G forces.
  • the ride vehicle 1105 will move to the third rail section 1153 that is substantially vertical and has a lesser radius of curvature than the second rail segment 1152, as shown in Figure 9.
  • FIG. 9 shows the present embodiment with the ride vehicle 1105 in show position on the third rail segment 1153.
  • the superstructure is again omitted in this view for ease of understanding. Because the majority of the ride takes place with the cabin in this position on the rail, this is also referred to as “show” position.
  • the cabin 1110 pivots from the previous (loading) orientation of being perpendicular to the carriage 1120 to being at an angle closer to parallel to the carriage 1120.
  • the rider can experience three types of movement.
  • One type of movement is “secondary heave,” which is vertical movement of the cabin due to the activation of actuators in the carriage and/or from activation of the heave system 1140.
  • the description of secondary heave and pitch shown in FIGS. 4 A through 4C and described above also applies to the top-loading embodiment described here.
  • the upright 1122 piece shown in FIGS. 7-9
  • the inclusion of the upright 1122 does not alter in any meaningful way the secondary heave and pitch behavior previously described.
  • the toploading embodiment can also simulate roll movement.
  • the depiction of the roll movement shown in FIG. 5 and the accompanying description are equally applicable to the top-loading embodiment of FIGS. 7-9.
  • a primary heave is used for major flight motion ranges (e.g., from loading to show positions), while secondary heave can be used in combination with primary heave for additional motion at the ends of the primary heave range or to add smoothness and/or additional accelerations in directional changes for the primary heave.
  • FIG. 10 is a graph showing how the primary heave and secondary heave may act together to add smoothness to the ride.
  • the primary heave moves the ride vehicle upward, while the secondary heave moves the ride vehicle downward.
  • Line 2100 shows the G forces of the primary heave
  • line 2200 shows the G forces of the secondary heave.
  • Line 2300 shows the combined G forces felt by the guest during the ride.
  • the ride vehicle 105 when the ride comes to an end, the ride vehicle 105 is lowered along the guide rails 150 into a series of permanent magnetic brakes (not pictured) such that in the event of a fully catastrophic failure of the heave system 140, the ride would come to a safe stop.

Abstract

La présente invention se rapport au domaine des manèges, et concerne en particulier le domaine des cinémas dynamiques. La présente invention améliore les cinémas dynamiques précédents en ce qu'elle offre aux invités un mouvement plus important, et des types de mouvement supplémentaires accomplis de manières uniques, tout en étant plus rentable économiquement que les cinémas dynamiques existants. Les paramètres de performance du cinéma lui confèrent la capacité unique non seulement de reproduire sans à-coups le mouvement d'une expérience de vol léger, mais également de simuler des mouvements qui sont plus agressifs que dans les manèges de cinéma dynamique existants. Les invités subissent des turbulences et des expériences plus enthousiasmantes qui seraient autrement sacrifiées en raison de limitations dans la plage de mouvement ou la qualité d'expérience des manèges existants qui priveraient le spectateur de l'expérience.
PCT/US2022/076313 2022-09-12 2022-09-12 Cinéma dynamique WO2024058803A1 (fr)

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PCT/US2022/076313 WO2024058803A1 (fr) 2022-09-12 2022-09-12 Cinéma dynamique

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5597359A (en) * 1995-10-26 1997-01-28 Doron Precision Systems, Inc. Audience motion platform
US20120258810A1 (en) * 2011-04-08 2012-10-11 Brogent Technologies Inc. Lateral dynamic simulation device
EP2623169A1 (fr) * 2012-02-06 2013-08-07 Brogent Technologies, inc. Simulateur dynamique de type suspension biaxiale
US8641542B2 (en) * 2009-09-04 2014-02-04 William J. Kitchen Stationary track with gimbaled rider carriages amusement ride

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5597359A (en) * 1995-10-26 1997-01-28 Doron Precision Systems, Inc. Audience motion platform
US8641542B2 (en) * 2009-09-04 2014-02-04 William J. Kitchen Stationary track with gimbaled rider carriages amusement ride
US20120258810A1 (en) * 2011-04-08 2012-10-11 Brogent Technologies Inc. Lateral dynamic simulation device
EP2623169A1 (fr) * 2012-02-06 2013-08-07 Brogent Technologies, inc. Simulateur dynamique de type suspension biaxiale

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