Patent Application
20130087066
The present description relates, in general, to amusement park rides and other entertainment rides such as spinning vehicle rides, and, more particularly, to amusement or theme park rides configured to provide passengers with close interaction and near misses with other passengers and vehicles in a non-intuitive but safe manner.
Amusement and theme parks are popular worldwide with hundreds of millions of people visiting the parks each year. Park operators continuously seek new designs for rides that attract and continue to entertain guests. One well known ride design is a spinning vehicle or tea cup ride available at many theme parks. In this ride, small turntables (e.g., three turntables in some rides) are used to hold two to six or more vehicles. The riders or passengers enter the vehicles and, during the ride, are able to manually rotate their individual vehicle about a mounting location on the turntable independent of the other vehicles. Also, during the ride, each of the small turntables is rotated about its center axis while a larger turntable supporting the small turntable is also rotated in the same or an opposite direction.
To increase the thrill in such spinning vehicle and/or spinning turntable rides, ride designers often create near-miss or demolition derby interaction among the vehicles. The intent of these rides is to safely provide close interaction between passenger vehicles in a non-intuitive manner. For example, car-shaped vehicles may be provided in a near-miss theme park attraction. The vehicles may be located on one of four spinning plateaus or turntables. The vehicles change or move among the spinning plateaus during the ride while nearly missing other passing-by vehicles so that a passenger may not end the ride on the plateau that they began on in the attraction. Another close comparable for this type of ride are figure 8-type demolition rides that include spinning vehicles that are moved along a figure 8 track and have near-miss interactions at the crossing point of the track.
Existing spinning turntable, near-miss rides have been relatively popular over the years but present a number of problems for park operators. The existing rides are all based on a similar design that requires exact turntable synchronization. The rides may also use a relatively complex, high-wear handoff mechanism to move vehicles from one turntable to another, which increases maintenance and operating costs. The movements in the ride can also become predictable as the vehicles are constrained to a circular path of constant radius with no straight sections of track, with all vehicles following the same path throughout the ride in the same order.
Hence, there remains a need for an amusement park ride that provides a near-miss vehicle interaction between multiple vehicles. Preferably, such a ride would be less predictable or more non-intuitive than existing rides while providing a relatively low complexity design with acceptable maintenance requirements.
The present description addresses the above problems by providing an amusement or theme park ride that includes one, two, or more vehicle positioning assemblies. Each vehicle positioning assembly makes use of a unique combination of a track assembly and two or more vehicle subassemblies to provide two, three, or more linear vehicle paths that each intersect at a central intersection point. The ride incorporates multiple intersecting linear paths (e.g., with use of open-channel track members/elements) to guide each vehicle subassembly in a manner that creates an illusion of near-miss collisions or vehicle/passenger interactions between the vehicle subassemblies (each which may include one, two, or more passenger vehicles).
The ride system includes multiple vehicle subassemblies that are constrained to individually dedicated track elements (i.e., only one subassembly per linear track element). However, the track elements bisect each other so as to define intersecting tracks or paths for each of the vehicle subassemblies. Vehicle subassemblies are connected together via a connection link (e.g., a rigid bar/arm or rigid frame) to define a vehicle positioning assembly, with each vehicle subassembly being pivotally coupled to the connection link. Further, the connection link includes a pivotally coupled intermediate attachment point such that the position of the connection link attachment point can move relative to the track elements. Typically, the vehicle positioning assembly includes a drive mechanism such as a motor for rotating a crank arm, which is rigidly attached at one end to the drive mechanism and pivotally coupled at the second or distal end to an intermediate mounting point on the connection link. The drive mechanism is operated to rotate the crank arm to rotate the distal end through a circular pattern/path (typically, at a constant velocity although that is not required) and cause the vehicle subassemblies to move along a path defined by an associated one of the track elements.
Vehicle subassembly motion is constrained to individual linear paths that intersect all other vehicle subassembly paths within a particular vehicle positioning assembly of the ride. In some embodiments, the paths are defined by an open, linear channel of a track element, and the channel intersects with other open, linear channels. Each vehicle subassembly may slidably or rollably engage a track channel via a sliding or rolling guide assembly that runs in the open channel (or otherwise mates with the track element) and ensures that the vehicle subassembly remains constrained within its dedicated linear path as well as to allow each subassembly to negotiate the intersection of the paths/track elements.
As will become clear from this description, the intersecting path ride provides several unique experiences depending, in part, upon the nature/design of the passenger vehicles provided within the vehicle subassemblies. For example, the vehicle subassembly may simply provide a passenger vehicle that is supported on a track guide assembly while in other cases the vehicle subassembly may provide a turntable that rotates upon the guide assembly (which is providing reciprocal linear motion) with one, two, or more passenger vehicles provided on the turntable (e.g., tea cup-type vehicles rotatable by the passengers, whip-type vehicles, and so on). In some embodiments, the vehicle subassemblies ride above tracks and the drive mechanism is positioned beneath the tracks, but, in some cases, it is useful to mount the tracks and drive mechanism above the vehicle subassemblies such that the passenger vehicles are suspended below the reciprocating rolling/sliding guide assemblies (e.g., the following description is not intended to be limited to either arrangement for supporting the passenger vehicles).
The experience achieved also depends upon where the passenger vehicles are mounted within a vehicle subassembly relative to the point at which the assembly is supported or mounted to the guide assembly (i.e., the point of the vehicle assembly that moves linearly along the track element). If the individual passenger vehicle is mounted within the vehicle subassembly at the “linear mounting point” (i.e., such that an axis extending through the guide assembly at the mounting point extends through the passenger vehicle), the passenger vehicle motion is generally along a line that intersects all other passenger vehicle paths. If the individual passenger vehicle is mounted beyond the “linear mounting point,” the passenger vehicle motion is an ellipse that intersects all other vehicle paths and passes to either side of a central region, which is not traversed by any of the other passenger vehicles. If multiple passenger vehicles are provided in a vehicle subassembly (such as in a tea cup-type arrangement, a vehicle configuration similar to large circular vehicles with a perimeter array of seats as provided in the DISK'O™ rides manufactured by Zamperla Rides, or the like) and the platform/turntable or connection structure is mounted at the “linear mounting point,” the passenger vehicles move in such a way that the group of passenger vehicles “orbit” around each other with individual passenger vehicles/compartments coming into alignment with, and pulling away from, individual passenger vehicles/compartments on other vehicle assemblies within each vehicle positioning assembly.
More particularly, an intersecting path ride is provided that includes a track assembly. The track assembly is configured, such as with elongated tracks, to define a first linear channel and a second linear channel. Typically, the channels are open on one side (e.g., a groove faces upward when vehicles are supported from below or downward when vehicles are supported from above), and, significantly, the channels intersect at an intersection point, such as where the two linear paths provided by the channels bisect each other. In this way, close interaction and even “near misses” can be provided near this interaction point.
The ride also includes first and second guides (or rolling/sliding guide assemblies) that are adapted for moving (or selective positioning) within (i.e., at least partially within or relative to) the first and second channels, respectively. The ride includes first and second vehicle subassemblies supported by the first and second guides, respectively, and the vehicle subassemblies move with the guides relative to the track assembly (e.g., in a reciprocating manner along the linear path defined by the channel dedicated to a particular vehicle subassembly). Typically, the vehicle subassemblies each include at least one passenger vehicle. To move the vehicle subassemblies along their dedicated linear paths, the ride includes a vehicle positioning assembly that concurrently reciprocates the first and second guides back and forth along the first and second linear channels, respectively, such that the first and second vehicle subassemblies separately pass the intersection point.
The vehicle positioning assembly includes a rigid connection link that is pivotally coupled (e.g., at its ends or at ends of supports/arms) to the first and second guides. During operation of the ride, the vehicle positioning assembly reciprocates the first and second guides with selective movement of the connection link. To this end, the vehicle positioning assembly may include a drive mechanism operating to selectively rotate a crank arm, and the crank arm typically would be rigidly attached at a first end to the drive mechanism but pivotally mounted at a second end to the connection link. In some embodiments, the drive mechanism includes a rotating output shaft rigidly coupled to the first end of the crank arm, with a longitudinal axis extending through the intersection point of the channels (e.g., a rotation axis for the ride). The first and second channels (or the paths they define) bisect each other at this intersection point.
To achieve desired movement with rotation of the end of the crank arm through a circular drive path, the connection link may be configured such that connection points between the connection link and the first and second guides are equidistant from the second end of the crank arm. Further, a length of the crank arm is about a distance between one of the connection points and second end of the crank arm (e.g., the crank arm may have a length “L” while the connection link may have a length of “2L” with the pivotal connection between the connection link and the second/distal end of the crank arm being at the midpoint of the length of the connection link).
In some embodiments, the first and second vehicle subassemblies each further include a turntable supporting the at least one passenger vehicle or are pivotally connected to the guide assembly. During operation of the ride, the turntable rotates about an axis extending through a corresponding one of the guides, and wherein the at least one passenger vehicle is pivotally coupled with the turntable for movement independent of movement of the turntable. In whip ride settings, each of the passenger vehicles may be pivotally coupled to a corresponding one of the guides proximate to one end of a body. Then, an opposite end of the body is rotatable away (back end whipping back and forth) from the channel during linear movement of the at least one passenger vehicle relative to the channel.
Embodiments described herein are directed to an intersecting path ride for use in amusement and theme parks and other settings. The ride is unique in that it provides two, three, or more fixed paths, and, upon each of these paths (defined typically by linear track members with open channels), a vehicle subassembly is moved back and forth in a reciprocating manner. During this travel, the vehicle subassemblies seem to nearly collide or come into near miss interactions as the subassembly travels through an intersection point between the paths (or defining track members). Each vehicle subassembly may include a single passenger vehicle or two, three, or more passenger vehicles that are arranged for separate or synchronized movements (e.g., as tea cup-type vehicles on a rotating plateau or turntable, whip-type vehicles on a fixed or rotatable frame traveling along the linear path, or the like). To control or choreograph movement of the vehicle subassemblies, one or more vehicle positioning assemblies are provided in the intersecting path ride, and these positioning assemblies provide a connecting link between the vehicle subassemblies. A drive mechanism (e.g., a motor with a rotating shaft coinciding with the intersection point of positioning assembly) is used to rotate a crank arm attached to the connecting link (or linkage/frame) which maintains a fixed and safe spacing between vehicle subassemblies and moves all the vehicle subassemblies along their travel paths while providing safe but near-miss interaction.
The intersecting path rides described herein provide a number advantages and differences relative to prior close-interaction rides. The intersecting path rides allow passengers to follow a variety of paths ranging from a linear path to a spirograph-type path, depending on how their vehicle is positioned/mounted relative to a linear mounting location (e.g., over the linear path and a track guide assembly or offset from the vehicle subassembly's linear travel path). The intersecting path rides have the potential to eliminate lateral accelerations, which may be desirable in some ride applications. The rides may include rigidly linked vehicle subassemblies to ensure/guarantee safe separation distances are maintained. Motion in the ride can be achieved with a single drive motor for an entire ride or at least each ride subsystem (e.g., each grouping of a track assembly, vehicle subassemblies, and vehicle positioning assembly provided in a ride ranging from one to 4 or more) with a constant rotation rate for the motor or variable speed options provided in some cases. No vehicle handoff mechanisms are required such as between vehicle plateaus or turntables. The rides may utilize many different passenger vehicle shapes, sizes, and movements (whip, rotation about a central axis, manual and/or controlled by off-board control systems, and so on).
As shown in
In addition to track assembly 130, the ride subsystem 120 includes the vehicle positioning assembly 140 to move passenger vehicles on the track assembly 130. The positioning assembly 140 includes a drive mechanism 144 (e.g., a drive motor rotating an output shaft) attached to or supported on base/platform 142. The drive mechanism 144 rotates a shaft (not shown in
The ride subsystem 120 includes a vehicle subassembly 150, 160 associated with each track member 134, 132, respectively. The vehicle subassemblies 150, 160 in this embodiment are single vehicles holding multiple passengers that each may be rigidly or otherwise mounted (such as for rotation by passengers or by a control system) to a guide assembly (not shown in
The crank arm 210 is pivotally connected at a second (or distal) end 214 to the vehicle connection link 146. The connection at end 214 is pivotal 216 about an axis of rotation 215 such that the link 146 may rotate about the end 214 of crank arm 210 as the link 146 moves 151, 161 the vehicle subassemblies 150, 160 along their linear travel paths. As discussed with reference to
Within each of the open channels 133, 135 of tracks 132, 134, a rolling guide assembly 282, 280 is provided. The guide assemblies 280, 282 are pivotally connected to ends 270, 272 of vehicle connection link 146 such that when the crank arm 210 is swept through its circular travel area the link 146 is also moved. In response to the movement of link 146, the guide assemblies 280, 282 are reciprocated back and forth along the length of the tracks 134, 132 within open channels 135, 133. In turn, the vehicle subassemblies 150, 160 are coupled to guide assemblies 280, 282 to move 151, 161 with the assemblies 150, 160. The coupling may be rigid such that the vehicle subassemblies 150, 160 maintain a fixed orientation relative to the guide assemblies 280, 282 or may also be a pivotal coupling such that the vehicles subassemblies 150, 160 may rotate about their linear mounting (e.g., the mounting point or location to the guide assemblies 280, 282 that causes at least the nearby portion of the subassemblies 150, 160 to travel along a linear path). The use of a pivotal coupling between vehicle subassemblies 150, 160 and guides 280, 282 may allow a single passenger vehicle (as shown) to rotate or whip or it may allow a platform/turntable/frame supporting two or more passenger vehicles to be rotated (e.g., about an axis passing through the linear mounting location).
As shown, the ride 320 includes a track assembly 330 and a vehicle positioning assembly 340. The track assembly 330 includes four track members 332, 334, 336, 338 that may be elongated or linear tracks with an interior channel (e.g., for containing a vehicle guide that, in turn is connected to the connecting link/frame) with an opening on one side/face. In this manner, each track 332, 334, 336, 338 defines a linear travel path for an associated vehicle subassembly 350, 354, 360, 364, respectively (these could also be defined at the connection points for a vehicle subassembly), and these paths are “dedicated” in the sense that only one vehicle ever travels along these paths (except for at the intersection point 339). The four tracks 332, 334, 336, 338 all intersect at an intersection point 339, which typically coincides with the midpoint of each track (or at least of the defined travel path for the vehicle subassemblies). In other words, each track member bisects the other three track members (or their paths do so) to provide an area of near misses and close interaction with the other vehicle assemblies and/or passengers of vehicles in such vehicle subassemblies.
The vehicle positioning assembly 340 includes a motor 342 linked to a crank arm 344 at a first/proximal end, and the motor 342 has an output shaft with a longitudinal axis passing through the intersection point 339 of the track-defined travel paths. The crank arm 344 is attached (pivotally) at a second/distal end 346 to a connecting link or frame that, in turn includes four arms/supports 352, 356, 362, 366 extending outward from this connect with crank arm end 346. At the end of each arm 352, 356, 362, 366 is a vehicle subassembly 350, 354, 360, 364. As discussed with reference to
When the motor 342 is operated to rotate its output shaft, the crank arm 344 is pivoted about its first/proximal end such that its second/distal end 346 is rotated at a velocity, VRotation, through a circle or circular path 345. The rotation velocity, VRotation, may be constant or it may be varied during operation of the ride 320.
In
At the point of operation of ride 320 shown in
Specifically, the movement 347 of the connecting link with its arms 352, 356, 362, 366 via the sweeping movement of crank arm 344 has caused the vehicle subassemblies 350 and 354 to move separately through the intersection point 339. The movement 347 has also caused the vehicle subassembly 364 to move out to an end of its travel path defined by track 338 (and it has begun moving back toward the intersection point 339 as shown with arrow 365), and its movement is at or near a minimum rate (as the vehicle subassembly 364 may actually briefly stop movement as it changes direction along its travel path). The vehicle subassembly 360 is moving 361 towards the intersection point 339 for close interaction with the vehicle subassemblies 354 and 365 (and a top speed, V2, at such point 339).
As can be seen from
The above explanation explains in detail how a rotating crank arm (fixed radius to a mounting location) can be effectively used to move two or more vehicle subassemblies in a reciprocal manner along dedicated linear paths. The vehicle subassemblies are forced to move back and forth along their particular track (or linear path) by their pivotal mounting to a connection link/frame that maintains their equidistant spacing from each other, with the crank arm typically pivotally connected to a central point of the connection link/frame. The linkage is similar in some ways to a SPIROGRAPH™ geometric drawing toy available from Hasbro, Inc. However, the addition of a crank arm achieves a central rotation point (about a central rotation axis) for all vehicle subassemblies.
The intersecting path ride described avoids the need for a vehicle hand off to achieve a perception of close interaction and near-miss situations near the intersection point of the ride (intersection point of the tracks (or the paths they each define)). Constant rotation of the drive mechanism (and constant movement of the connection/coupling point between the crank arm and connection link along its circular path) results in varying speeds for the vehicle subassemblies along their linear travel paths, with the fastest speeds being proximate to the intersection point and the slowest at or near the points in the path furthest from the intersection point. The intersecting path ride provides vehicle/passenger interaction and complex (non-intuitive) motion with a very simple drive (e.g., a single drive motor with a crank arm and a rigid connection link/frame supporting the vehicle subassemblies).
In this and other embodiments, the vehicle subassembly mounting point (or linear mount location) travels in a straight line or along a linear path. A central rotation axis passes through the bisection or intersection point for these linear paths. Further, each vehicle subassembly is supported on the connection link/frame a like distance from the pivotal pointing point to the crank arm (i.e., each vehicle is equidistant from the second/distal (from the rotation axis) end of the crank arm). Typically, this distance from the vehicle subassemblies to the end of the crank arm is equal to the distance from the end of the crank arm to the rotation axis (which may be about the length of the crank arm in some cases).
With the general functioning of the ride systems of the invention understood, it may be useful to provide several additional examples of “vehicle subassemblies” that may be used in an intersecting path ride. Generally, any passenger cabin shape, size, and number may used that can fit within an acceptable, predefined vehicle envelope, which typically will have a circular shape with its center at the linear mounting point with the connection link. The radius (or size) of this vehicle envelope is selected to ensure that as the vehicle subassemblies are moved in reciprocal fashion along their dedicated tracks that the subassemblies do not come into contact and, typically, that some distance is maintained between vehicles in such subassemblies (e.g., so that passengers can reach out of a vehicle and still not come into contact with anything including a reaching passenger of another vehicle).
For example,
The ride subsystem 620 may include one, two, or more passenger vehicles on each platform 624, 634 as shown with vehicles 626, 636. These vehicles 626, 636 may be supported on the turntables 624, 634 for rotation about their axes as shown with arrows 627, 637 (or other movement on turntable), which provides a tea-cup type ride with multiple rotations, but it also provides for unique movement of the platforms/turntables 624, 634 along linear paths.
The vehicle subassembly may take the form of a single vehicle with seating for one or more passengers as shown in
Although not shown in
The vehicle subassembly 750 is shown in more detail and is representative of the other vehicle subassemblies in ride 700. The vehicle subassembly 750 includes a platform or turntable 752 that supports, in this example, three passenger vehicles 756. The turntable or platform 752 is pivotally connected (at a linear mounting location) to a guide assembly (not shown) positioned within the channel 733 of dedicated track 732, and the guide assembly along with platform 752 are linearly moved back and forth along the linear path defined by channel 733 as shown with arrow 754. The vehicle subassembly 750 is shown at or near the intersecting point of the tracks 732, 734.
During this linear travel 754, the platform 752 may also be rotated about an axis passing through the guide assembly and/or the linear mounting point between the guide and the vehicle subassembly 750. Further, each of the passenger vehicles 756 may be pivotally mounted upon the platform/turntable 752 so as to be rotated 757 such as about a central axis of the vehicles 756 in response to passenger/rider input and/or ride controls. The additional movements of the turntable 753 and vehicles 756 make the reciprocal movement 754 and close interaction with other vehicle subassemblies 760 very counterintuitive to the passengers of vehicles 756.
Particularly, the vehicle positioning assembly 840 includes a drive motor 844 supported upon a base 842, and, during operation of the ride subsystem 820, the drive motor 844 rotates an output or crank shaft 852 (e.g., at a constant or variable revolutions per minute to obtain desired vehicle velocities along the channels 833, 835). The longitudinal axis of the shaft 852 of the motor 844 coincides with the intersection point 838 as well as with an axis of rotation 841 for the ride subsystem 820. A crank arm 850 is rigidly coupled at a first or proximate end to the output shaft 852 to rotate with the shaft 852 about the axis of rotation 841, which causes a second or distal end 854 of the crank arm 850 to move or be swept through a circular path (with a radius equal to the distance from the axis 841 to the end 854 (or a center axis of a coupling between the crank arm 850 and connection link 842).
The second or distal end 854 of the crank arm 850 is pivotally connected or coupled with a connection link/frame 842, such as at a central point between two ends 853, 863 of the link 842. The length of the connection link 842 (or, more accurately, the distance between the connection locations/ends 853, 863) defines a separation distance between the linear mounting points of the vehicle subassemblies 850, 860, and, in general, one half of this length is equal to a radius of the vehicle envelop used to determine a safe (non-contact) design for each vehicle subassembly 850, 860. The vehicle positioning assembly 840 includes vehicle guides 880, 884 that travel within the channels 835, 833, respectively, in response to movement of the crank arm 850 and connection link 842 during operation of motor 844. The guide 880 is pivotally connected at end 853 to link 842 while guide 884 is pivotally connected at end 863 to link 842.
In this embodiment of a ride subsystem 820, the vehicle subassemblies 850, 860 include a vehicle frame/platform 852, 862 that is pivotally connected at the linear mounting location to guide assemblies 880, 884. The axes of rotation 854, 864 for the vehicle frames 852, 862 extend through ends 853, 863 of the connection link, and, in this manner, the axes of rotation 854, 864 coincide with the linear mounting location of the vehicle subassemblies 850, 860. During operation, the ride subsystem 820 may operate to rotate the vehicle frames/platforms 852, 862 about the axes 854, 864 concurrently or separate from rotation of the crank arm 850 about the center axis of rotation 842 (which causes reciprocating, linear motion of the vehicle subassemblies 850, 860 along linear paths defined by channels 835, 833).
The vehicle subassemblies 850, 860 also include a number of passenger vehicles 856, 866. These may be rigidly affixed to frames 852, 862 or, as shown, may be coupled with the frames 852, 862 for swiveling or pivoting 857, 867. This vehicle movement 857, 867 may be in response to gravity or other forces applied to the vehicles 856, 866 during operation of ride subsystem 820 and/or may be in response to control system input to operate one or more drives or to user input/operation of vehicle controls (such as manually turning a wheel in the vehicle, shifting their weight, or the like). The vehicle movements 857, 867 may be concurrent with the rotations about axes 841, 854, 864 or separate from (independent of) such movements.
Although the invention has been described and illustrated with a certain degree of particularity, it is understood that the present disclosure has been made only by way of example, and that numerous changes in the combination and arrangement of parts can be resorted to by those skilled in the art without departing from the spirit and scope of the invention, as hereinafter claimed. For example, the vehicle subassembly may include take the form of a large circular vehicle subassembly with a perimeter array of seats arranged to be contained within a vehicle envelope.
This application is a continuation of U.S. patent application Ser. No. 12/832,296 entitled “INTERSECTING PATH RIDE,” which was filed on Jul. 8, 2010 and which is hereby incorporated by reference in its entirety.
| Number | Date | Country | |
|---|---|---|---|
| Parent | 12832296 | Jul 2010 | US |
| Child | 13690114 | US |
