EP4408555B1 - Amusement system - Google Patents

Description

The invention relates to an amusement facility having the features in the preamble of the main claim.

Such an amusement facility is from the EP 0 185 973 B1 It has a guideway with one or more passenger carriers that can be moved along it in one direction of travel. The guideway comprises several track sections and a track pattern along its course. The track pattern is upright and has the shape of a two-dimensional standing "8" only in a side view. The track pattern comprises two upright track sections, each of which is curved multiple times in opposite directions and connected to each other at an upper zenith. The two track sections are lined up one behind the other in a plan view.

The object of the present invention is to provide an amusement facility with greater driving and movement stimulus as well as entertainment value.

The invention solves this problem with the amusement system according to claim 1.

In the claimed amusement ride, the track figure has the shape of a standing, three-dimensional "8." Due to its three-dimensional shape, the track figure displays the contour of a standing "8" in several side views or lateral projections. The ring areas of the standing "8" are arranged vertically one above the other in the side views.

The multiple, preferably two, upright track sections of the track pattern, connected at an upper zenith, are intertwined to create the shape of a three-dimensional "8." The track sections intersect at at least two intersection areas, where they are alternately arranged in front of and behind each other in a side view, and at a mutual, preferably horizontal, distance. In the three-dimensional "8" and the alternating arrangement of the track sections in front of and behind each other, the track sections also intersect in plan view. They also intersect in a different side view, e.g., rotated by 90°. The track pattern thus has the shape of an intertwined, upright helix.

In the first, e.g., lower, intersection area, one track section is positioned in front of the other track section in the side view. At the next, e.g., second, intersection area, the situation is reversed due to the alternation, whereby here, in the same side view, one track section is positioned crossing behind the other track section. In both intersection areas, the track sections can each be aligned at an intersection angle other than 0° in the side view. The intersection angle can, for example, be between 30° and 150°.

The claimed track pattern can have more than two intersections. It can thus have the shape of a vertical, three-dimensional "8" in some areas and also have additional curved contours. At the third and each subsequent intersection, the said position of the track sections can alternate in front of and behind each other.

The demanding design of the track figure with the winding track sections has the advantage of increasing the driving and movement stimulus.

The track sections each have an upright orientation with a predominantly vertical directional component. The track figure has a slender, upright, preferably vertical, and columnar shape.

The upright track sections can have upward curves that also bulge out laterally. These can be beneficial for creating the interlacing of the track sections and offer additional positive ride and experience stimuli. Another advantage of interlacing the track sections can be a reduction in floor space requirements. The track pattern can be traversed by the passenger carriers, alternating directions of travel, forward and backward.

The track sections of the track pattern can each have oppositely curved curved sections along their course. Preferably, two oppositely curved curved sections are present. The number of these sections can also be greater. In the curved sections, the guideway is curved. In the opposite curvature, the centers of curvature are located on opposite sides of the guideway.

Between the oppositely curved curve sections, there is a transition section, possibly twisted. The transition section can be very short. The curve sections can merge directly into one another. Alternatively, the transition section can be longer and can distance the curve sections. The transition section can also have an elongated, particularly linear, shape. It may or may not exhibit torsion.

The oppositely curved curve sections are arranged one above the other on the track sections. They connect to each other via the transition section. The transition sections, if twisted, are oriented diagonally upwards or downwards.

At the track sections, the oppositely curved curve sections can each have a bent section with a predominantly vertical directional component and with a superimposed torsion. The torsion occurs around the longitudinal extent of the respective curve section. In this case, the respective curved curve section can also have a lateral bulge. The oppositely curved curve sections can have torsions with opposite directions of rotation. For example, a lower curved curve section with a right-hand twist can be followed by a left-hand twisted upper curved curve section. The direction of rotation of the torsion can change at each transition area. Within a curved curve section, the direction of rotation of the torsion preferably remains the same.

At the track sections, the respective upper curved sections may have a greater curvature than the respective lower curved sections. The curvature may increase continuously from bottom to top along the respective track sections. The more strongly curved upper curved sections may be shorter than the less curved lower curved sections.

The respective lower curved curve sections of the track sections can have a larger angle of torsion between the beginning and end of the curve section than the respective upper curved curve sections. This angle of torsion can The angle of rotation can be more than 180°, preferably approximately 210°, for the lower curved curve regions, and can be in the range of, for example, 10° to 50°, preferably approximately 30°, for the upper curved curve regions. The rotation angle values can be influenced by the desired inversion at the upper zenith and the orientation of the normal vector (n) there.

The torsion angle of said superimposed torsions can be constant or vary along the respective track sections from bottom to top. Preferably, the angle of rotation of the torsion changes continuously along the curved sections. This is beneficial for a smooth ride for the passenger carrier(s) and for minimizing the lateral accelerations and lateral forces acting on the passengers.

The guide track has a roadway side facing the passenger carrier and a rear side. The transition areas, which may be twisted, enable the roadway side or the passenger carrier to rotate about their direction of travel or about the direction of travel vector. On the oppositely curved curve areas of the track sections, the roadway side can be arranged on the inside of the curve. This arrangement can be present at least in places, preferably continuously, on the respective curve areas. The said transition areas are advantageous for being able to guide the roadway side on the inside of the curve in the oppositely curved curve areas. The arrangement of the roadway side and the passenger carrier on the inside of the curve has the advantage that the passenger carrier is pressed against the respective outer track section by the centrifugal forces and supported by this.

Alternatively, the roadway side can be located on the outside of the curve on the oppositely curved sections of the track. Mixed designs are also possible.

The passenger support can be designed in different ways. For example, it can be arranged upright on the roadway side with respect to a horizontal guideway. Alternatively, with a horizontal guideway, it can also be arranged suspended below the roadway side. A suspended arrangement is referred to, for example, as an inverted coaster. The upright arrangement is advantageous, for example, in conjunction with a roadway side located on the inside of a curve. The suspended arrangement can be advantageous, for example, with a roadway side located on the outside of a curve.

The normal vectors (n) pointing in the direction of centrifugal force on the passenger support and along the track sections are directed outward in the claimed track configuration. At the horizontally opposite regions of the upright track sections, the normal vectors are directed in opposite directions. Preferably, the normal vectors (n) of the track sections do not intersect at any point along the track configuration. These configurations are advantageous for the driving and movement stimulus on the one hand, and for driving safety on the other.

The aforementioned two or more crossing areas of the track sections of the track figure are arranged vertically above one another. In side view, they can be arranged on a straight vertical line. An upper crossing area can be arranged at the possibly twisted transition areas of the track sections. A lower crossing area can be arranged at the lower curved curve areas of the track sections. A lower crossing area can be arranged at the lowest point of the figure-8 shape. Below this lower crossing area, the lower curved curve areas of the track sections extend in opposite directions in a side view.

These arrangements are advantageous for intertwining the track sections. A lower crossing area can also be positioned at a distance above an access and entrance area of the track figure. At the access and entrance area, the track figure and its track sections are connected to the other parts of the guideway. Such a high crossing area is advantageous for allowing a passenger carrier to enter and exit the track figure with a strong vertical directional component. This also increases the ride and experience. This arrangement is also possible with more than two crossing areas.

The track sections of the figure-shaped track are each upright, with a predominantly vertical directional component. Passengers enter one track section and then travel steeply upwards to the zenith, then to the other, descending track section connected there, where they descend steeply again. The curved sections can have an upward and sideways bulge. This is advantageous for the interlacing of the track sections and also leads to an enhanced ride and experience.

The opposing upper curve areas of the track sections and the opposing lower curve areas of the track sections each bulge in In this way, the contour of the three-dimensional "8" can be formed. This shape is also advantageous for the reasons mentioned above and explained in relation to normal vectors.

The upper curved sections of the two track segments are connected at the upper zenith. The ends of the upper curved sections merge into one another. At the connection point, the direction of rotation of the torsions of the curved sections can change. The upper curved sections form a reversing loop. The track pattern can have a total of three or more changes in the direction of rotation of the torsions at its track segments.

The reversing loop can have an inversion, at least at its zenith. An inversion is defined as an overhead position of the passenger on the relevant track section. The normal vector is preferably directed vertically upwards. It can also have an upward inclination with a deviation of, for example, up to 20° or more from the vertical spatial axis. The inversion is particularly beneficial for the incentive to ride and move.

The arc angle of the reversing loop and the connected curved sections can be 180° or significantly more, e.g., approximately 270°. Otherwise, the individual curved sections of the track sections can each have an arc angle of less than 180°.

The track figure with the standing, three-dimensional "8" can have a tower-like shape and extension. The track figure can have a support structure for the track sections. There are various design options for the support structure. A basket-like shape of the support structure, which encloses the track figure and its track sections, is advantageous. The delicate basket structure leaves more space between the support beams and allows passengers a lateral view of their surroundings while driving. This enhances the ride experience.

The guideway can have a ring-like path. This path can be endless and closed or finite and open. The guideway can be traversed by one or more passenger carriers, at least in sections, in reverse. This is advantageous, for example , in a ring-like, open and finite path.

In addition to the aforementioned ride figure, the guideway may feature several additional ascending and descending sections. It may, in particular, include one or more additional track figures. These may, for example, be an upright dead-end section and/or an upright return loop. At the upright dead-end section, the passenger carrier can travel steeply upwards, brake to a stop, and then travel steeply downwards again. With an upright return loop, a passenger carrier can travel upwards in a loop, then downwards, and then back out in the opposite direction. In addition, other and different track figures are possible in any number, design, and combination.

The guideway can have track sections at the beginning and end of its track for the departure and return of the passenger carrier(s). A connecting track section with a switch can be arranged between these track sections. The switch can be arranged, for example, at an upright dead-end section. The interconnected track sections can form a closed, ring-like track. A preferably upright dead-end section or another track configuration can be connected to this via the switch. At the beginning of the passenger carrier's circuit, a reversing rocking motion may be provided at the upright dead-end section or braking ramp.

The amusement facility may include a station for passenger boarding and disembarkation. The station may, for example, house the aforementioned start and return track sections, as well as the connecting track section.

The amusement facility may also have additional areas, such as a maintenance area, etc.

The amusement ride can have one or more drive units for the passenger carrier(s) on the guideway. These can be arranged stationary on the guideway. The drive units can be designed as highly dynamic acceleration units, e.g., as catapults, friction wheel drives, linear drives, or similar. They impart very high acceleration to the passenger carriers and greatly increase their speed. The one or more drive units can be arranged in a suitable distribution along the guideway and along its track. With such stationary and preferably highly dynamic drive units, a separate drive for the passenger carrier(s) can be dispensed with. Alternatively, the passenger carrier(s) can have their own separate drive. Stationary drive units can be omitted or their number reduced.

The guideway guides the one or more passenger carriers along their direction of travel. It can be designed in different ways for this purpose. A rail-type design is advantageous. The rail-type design can, for example, comprise two or more parallel rails, a support rail, and connecting struts. The support rail is particularly advantageous in highly dynamic, curved, and twisted track sections and can otherwise be omitted.

The passenger carrier(s) may have base supports that can be connected to the rails, for example, via suitable bogies with freely rotating wheels, and are spatially guided by them. The passenger supports, in particular seats, can be arranged vertically or suspended on or from the base support(s). The passenger carrier(s) can be designed as articulated trains, in which the individual vehicle sections and their base supports are connected to one another by hinges. This is advantageous for following even highly curved and possibly twisted track courses. Alternatively, other rail designs are possible, e.g., as a monorail, a magnetic levitation train, or similar.

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

Figur 1:

eine Belustigungsanlage mit einer Führungsbahn für ein oder mehrere Fahrgastträger und mit einer Bahnfigur in Form einer stehenden und dreidimensionalen "8" nebst umgebender Stützkonstruktion in perspektivischer Ansicht,

Figur 2:

die Anordnung von Figur 1 ohne die Stützkonstruktion an der Bahnfigur,

Figur 3:

einen anderen perspektivischen Blick auf die Belustigungsanlage gemäß Pfeil III von Figur 2,

Figur 4 u. 5:

eine Draufsicht und eine gemäß Pfeil V geklappte Seitenansicht der Belustigungsanlage von Figur 1 und 2,

Figur 6:

eine vergrößerte und abgebrochene Darstellung einer Draufsicht der Bahnfigur von Figur 1 bis 5 und ihrer Bahnabschnitte,

Figur 7 u. 8:

Seitenansichten der Bahnfigur und ihrer Bahnabschnitte gemäß der Raumachsen x und y sowie der Pfeile VII und VIII von Figur 6,

Figur 9:

eine schräge perspektivische Ansicht der Bahnfigur gemäß Blickrichtung mit Pfeil IX von Figur 6,

Figur 10:

eine abgebrochene Seitenansicht eines oberen Teils der Fahrfigur mit dem Bahnabschnitten und beispielhaft dargestellten Fahrgastträgern,

Figur 11:

eine geschnittene perspektivische Ansicht der Führungsbahn in Form einer Schienenbahn,

Figur 12:

eine perspektivische und als Spline reduzierte Ansicht der Fahrfigur mit Anzeige von normalen Vektoren (n) und Fahrtrichtungsvektoren (f),

Figur 13:

eine abgebrochene Detailansicht eines stehenden Fahrgastträgers am oberen Zenit und an der Kurveninnenseite,

Figur 14:

eine Variante der Bahnfigur analog zu Figur 8 mit hängenden und an der Kurvenaußenseite angeordneten Fahrgastträgern und

Figur 15:

eine abgebrochene Detailansicht eines hängenden Fahrgastträgers gemäß Figur 14.

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

Figure 1:

an amusement ride with a guide track for one or more passenger carriers and with a track figure in the form of a standing and three-dimensional "8" together with surrounding support structure in perspective view,

Figure 2:

the arrangement of Figure 1 without the supporting structure on the track figure,

Figure 3:

another perspective view of the amusement park according to arrow III of Figure 2 ,

Figures 4 and 5:

a top view and a side view of the amusement park folded according to arrow V Figure 1 and 2 ,

Figure 6:

an enlarged and fragmented view of a top view of the track figure of Figures 1 to 5 and its railway sections,

Figures 7 and 8:

Side views of the orbit figure and its orbit sections according to the spatial axes x and y and the arrows VII and VIII of Figure 6 ,

Figure 9:

an oblique perspective view of the track figure according to the direction of view with arrow IX of Figure 6 ,

Figure 10:

a broken side view of an upper part of the driving figure with the track sections and exemplary passenger carriers,

Figure 11:

a sectioned perspective view of the guideway in the form of a rail track,

Figure 12:

a perspective and spline-reduced view of the driving figure with display of normal vectors (n) and direction vectors (f),

Figure 13:

a broken-off detailed view of a standing passenger carrier at the upper zenith and on the inside of the curve,

Figure 14:

a variant of the track figure analogous to Figure 8 with hanging passenger carriers arranged on the outside of the curve and

Figure 15:

a broken detail view of a hanging passenger carrier according to Figure 14 .

The invention relates to an amusement facility (1) and a method for its operation.

The amusement ride (1) is designed as a ride and has a guide track (2) and one or more passenger carriers (3, 3') that can be moved along the guide track (2) in a direction of travel (9). The passenger carriers (3, 3') are designed, for example, as articulated trains.

Figure 1 , 2 and 3 show different perspective views of the amusement park (1). Figure 4 their top view is shown. Figure 5 shows the amusement park (1) in a folded side view of Figure 4 looking according to arrow V in y-direction.

The guide track (2) comprises several ascending and descending gradient sections. The guide track (2) has at least one track pattern (11) along its course, which has an upright orientation and the shape of a vertical, three-dimensional "8." The track pattern (11) can have this shape or contour of the "8" in some areas and can also include other shapes or contours. In the embodiment shown, the amusement facility (1) has a further track pattern (12) in the form of an upright dead-end section and a third track pattern (13) in the form of an upright return loop.

The guideway (2) has according to Figure 1 a ring-like and closed or endless track, divided into several track sections (28, 28', 29, 29', 32). A station (10) for boarding and disembarking passengers at the passenger supports is located on the guideway (2). A maintenance area (34) may be located adjacent to the guideway (2).

The guide track (2) has track sections (28', 29') at the beginning and end of its track for the start and return of the passenger carrier(s) (3, 3'), with a connecting track section (32) with a switch (33) arranged between them. The switch (33) connects the upright dead-end section (12) with the track section (28') for the start.

How Figure 4 As illustrated by way of example in the plan view, one or more drive units (31) for the passenger carrier(s) (3, 3') are arranged stationary on the guideway (2). They are positioned according to the dynamic requirements along the guideway's path. One drive unit (31) is located, for example, in the area of the station (10). Another is located along the path between the driving figure (11) of the three-dimensional "8" and the dead-end section (12) and at the track section (28') located there for the takeoff. A third drive unit (31) can be arranged, for example, between the said track figure (11) and the return loop (13). Alternatively or additionally, there can be further and different arrangements and positioning of drive units (31).

The drive units (31) are preferably designed to be highly dynamic and accelerate the respective passenger carrier (3, 3') very strongly. A highly dynamic drive unit (31) can be designed, for example, as a catapult, a driven friction wheel arrangement, an electric linear motor, or in another suitable manner. Alternatively, other, less dynamic drive designs are possible.

In the embodiment shown, the top view of Figure 4 and in the side view of Figure 5 shown passenger carrier (3,3') at the station (10) and travel along the guideway (2) over the connecting track section (32) and the switch (33) onto the track section (28') for the start. Here, the direction of travel (9) of the passenger carrier (3,3') can be reversed, with a drive unit (31) moving the passenger carrier (3,3') at high acceleration over the switched switch (33) to the dead end section (12). The dead end section (12) can be in the form of a steep and possibly over-inclined braking ramp, at which the ascending passenger carrier (3,3') comes to a standstill at the upper end area and then travels back down in the opposite direction. The ascent and descent on the braking ramp can occur several times in a rocking operation. The passenger carrier (3,3') can then travel from the dead-end section (12) via the track section (28') for the start of the track figure (11) and then continue via the subsequent return loop (13) on the track section (29') for the return to the station (10). The track section (29') for the After leaving the return loop (13), the return path can cross the track pattern (11) at the bottom. The guide track (2) can also be traversed in the opposite direction, at least in part.

In Figure 4, 5 and 6 The directions of travel (9) for the passenger carriers (3, 3') from the station (10) to the dead-end section (12), further to the track figure (11) and the return loop (13) as well as back to the station (10) are marked by arrows. Figure 7 , 8 and 10 Passenger carriers (3,3') are shown as examples on the journey in the track figure (11).

The track figure (11) has the aforementioned shape of a standing and three-dimensional "8". Figure 2 and 3 show the track figure (11) in different perspective views. In Figure 4 and 6 The track pattern (11) is shown in a top view. The ring areas of the standing "8" are arranged vertically one above the other in the side views.

The track pattern (11) comprises two upright track sections (14, 15), each curved multiple times in opposite directions and connected to each other at an upper zenith (16). The track sections (14, 15) are intertwined and cross each other at at least two intersections (18, 19). At the intersections (18, 19), the track sections (14, 15) are alternately guided in front of and behind each other, as seen from the side, and are spaced apart from each other. The spacing is in the horizontal direction.

Figure 5 and 7 show the track figure (11) and the said crossing areas (18,19) in side view to Figure 4 looking in the y-direction. The corresponding top view of Figure 4 and 6 illustrate that the spirally intertwined track sections (14,15) also exist in the A mutual crossing of the intertwined track sections (14,15) is also visible in the other side view of Figure 8 in x-direction and in the further side view of Figure 9 to see. In Figure 4 and 6 the viewing directions are indicated.

The track pattern (11) has a lower approach and exit area (20), at which the track sections (14, 15) are aligned in opposite directions and are connected to incoming and outgoing track sections (28, 29) of the guideway (2). The incoming track section (28) for the outgoing journey is connected to the ascending track section (14) and the track section (28') for the start, and the outgoing track section (29) for the outgoing journey is connected to the other descending track section (15) as well as to the return loop (13) and the track section (29') for the return. Within the track pattern (11), the track sections (14, 15) each have an upright orientation with a predominantly vertical directional component.

The track sections (14, 15) of track figure 11 each have oppositely curved curved sections (21, 22, 23, 24) along their course, and between the oppositely curved curved sections, a possibly twisted transition section (25, 26). At the track sections, the oppositely curved curved sections (21, 22, 23, 24) are arranged one above the other. For example, the ascending track section (14) has oppositely curved curved sections arranged one above the other. The descending track section (15), for example, has oppositely curved curved sections arranged one above the other.

The oppositely curved curved regions (21, 22, 23, 24) of the track sections (14, 15) each have a curved track section with a predominantly vertical directional component and with a superimposed torsion. The direction of rotation of the superimposed torsion is opposite in the oppositely curved curved regions (21, 22, 23, 24) of each track section (14, 15), with the direction of rotation changing at the respective transition region (25, 26). Within a curved curved region (21, 22, 23, 24), the direction of rotation preferably remains the same. The curved curved regions (21, 22, 23, 24) each bulge outwards at an angle. The enlarged and fragmented top view of Figure 6 This is illustrated by the track figure (11). The curved curve sections (21, 22, 23, 24) form the aforementioned ring sections of the standing "8".

In the illustrated embodiment, the track sections (14, 15) each have two oppositely curved and twisted curved sections (21, 22, 23, 24) and a transition section (25, 26) arranged between them, which may be twisted. The transition sections (25, 26) can be very short, and the oppositely curved and possibly twisted curved sections (21, 22, 23, 24) can directly adjoin one another. The number of curved sections and transition sections can also be greater in another embodiment.

At the track sections (14, 15), the oppositely curved curved sections (21, 22) and (23, 24) arranged one above the other have different curvatures or different radii of curvature. The upper curved sections (22, 23) have a stronger curvature or a smaller radius of curvature than the lower curved sections (21, 24). In the track sections (14, 15), the The curvature preferably increases continuously upwards. The radii of curvature preferably become continuously smaller.

The torsion angle of the superimposed torsion at the respective superimposed and oppositely curved curve regions (21, 22) and (23, 24) can be constant or variable over the course of the track sections (14, 15).

How Figures 6 to 9 As can be seen, the crossing areas (18, 19) are arranged vertically one above the other. In the side views, they are preferably arranged in a straight vertical line. The upper crossing area (19) is located at the possibly twisted transition areas (25, 26) of the track sections (14, 15). The crossing angle (α) of the track sections (14, 15) is approximately 90°, for example.

The lower crossing area (18) is located at the lower curved curve areas (21, 24) of the track sections (14, 15). It is preferably located at the lowest point of the standing Figure "8 ". The crossing angle (β) of the track sections (14,15) is smaller here and amounts to approximately 45°, for example. This crossing area (18) is also arranged at a vertical distance above the entry and exit area (20) of the driving figure (11). Figure 5 illustrates this in one side view.

In the embodiment shown, the interlacings and the crossing areas (18, 19) of the track sections (14, 15) are designed, for example, such that the track section (14) of the ride figure (11) connected to the incoming track section (28) is arranged at the lower crossing area (19) in the side view according to the horizontal spatial axis (y) behind the other track section (15). It has a distance in the horizontal direction (y) and, if applicable, (x). At the upper intersection area (18), the mutual position and transition of the track sections (14, 15) is reversed. Here, the track section (14) is positioned in front of the other track section (15) at a distance along the spatial axis (y). This alternating crossing, in side view, in front of and behind each other, intertwines the track sections (14, 15).

How Figure 7 and 8 with the views pointing in the direction of the horizontal x- and y-axis, the opposing upper curve regions (22,23) of the track sections (14,15) and also the opposing lower curve regions (21,24) of the track sections (14,15) bulge in opposite directions. Figure 9 This training also shows.

The upper curved curve sections (22, 23) of the track sections (14, 15) are connected to one another at the high zenith (16). Together, they form a reversing loop (27). The passenger carrier (3, 3') arrives at the reversing loop (27) during the upward travel along the track section (14) and, after passing the zenith (16), travels down again at the track section (15). The upper curved curve sections (22, 23) of the track sections (14, 15) have superimposed torsions with different directions of rotation, with the direction of rotation alternating at the high zenith (16) and at the connection point.

The reversing loop (27) has an inversion (17). In the inversion (17), the passenger carriers (3, 3') and the passengers assume an overhead position. The inversion (17) is present particularly at the upper apex or zenith (16) and in the closely adjacent respective track section areas.

Figure 12 illustrates the normal vectors (n) and the direction vectors (f) mentioned above. At the inversion (17), the normal vector (n) is preferably oriented vertically along the spatial axis (z) and upwards.

How Figure 6 As illustrated, the track sections (14, 15) at the reversing loop (27) in the region of the zenith (16) have a substantially straight or only slightly laterally bulging alignment. This alignment is oblique to the alignment of the, for example, straight and parallel incoming and outgoing track sections (28, 29). After passing the zenith (16) and at the end of the said straight alignment of the reversing loop (27), the lateral bulging of the said upper curved curve regions (22, 23) of the track sections (14, 15) increases again.

The curved curve sections (21, 22, 23, 24) of the track sections (14, 15) each have an arc angle of less than 180°. In the area of the connected upper curve sections (22, 23) and the reversing loop (27), the arc angle is greater than 180° and can be approximately 270°, for example.

This information refers to a projection according to Figure 7 and 8 in a side view along the horizontal spatial axes (x) and (y). The guideway (2) has a track side (4) and a rear side (5). The track side (4) is directed towards the passenger carrier (3, 3'). As Figures 6 to 10 As can be seen, the roadway side (4) is arranged on the inside of the curve in the curved curve areas (21, 22, 23, 24) of the track sections (14). This arrangement on the inside of the curve is preferably continuous and extends to the connection to the respective transition area (25, 26) and, if applicable, to the incoming and outgoing track sections (28, 29). Along the stretched and, if applicable, twisted transition areas (25, 26) the road side (4) is rotated around the direction of travel (9) or the direction of travel vector (f).

Figure 12 clarifies, in a simplified representation of the guideway (2) and its track sections (14, 15, 28, 29), the arrangement and orientation of the aforementioned normal vectors (n) and the direction of travel vectors (f). The normal vectors (n) refer to the direction of centrifugal force. They are directed toward the outside of the curve at all curved curve sections (21, 22, 23, 24). At the zenith (16), the normal vector (n) is preferably vertical and upward. Figure 12 also shows that the opposite upper and lower curved curve areas (21,24,22,23) are each bulged outwards and the normal vectors (n) are accordingly also directed outwards or towards the outside of the curve.

How Figure 1 , 4 and 10 As can be seen from the drawings, the track figure (11) has a support structure (30) for the track sections (14, 15). The support structure (30) encloses and surrounds the track sections (14, 15) in a basket-like manner. It is formed, for example, by upright and curved or possibly straight support beams and peripherally lying and connecting support beams. Support arms (not shown) extend from these support beams to the track sections (14, 15). Free spaces are formed between said support beams, which are preferably transparent. Alternatively, the support structure (30) can have a different design.

Figure 11 illustrates an example of the design of the guideway (2) and its track sections (14, 15, 28, 29, 28', 29', 32). The guideway (2) is designed as a rail track. It is formed, for example, by two parallel rails (6) that are connected to each other. are directly connected transversely via struts (8). The running rails (6) form the track side (4). Furthermore, a parallel support rail (7) is arranged at least in the curved areas of the guideway (2). This is preferably arranged centrally between the running rails (6) and offset towards the rear side (5) of the guideway (2). The running rails (6) are connected to the support rail (7) by inclined struts (8). The guideway (2) can alternatively have a different structural design.

The passenger carrier (3,3') and the rail track (2) can be designed and arranged in different ways. Figures 13 to 15 show variants of this. The passenger carriers (3, 3') each have a base support (35) with a chassis (36) and a passenger support (37), e.g., in the form of seats with restraint devices for the passengers. The passenger carriers (3, 3') can be designed as flexible articulated units, with the articulated vehicle sections each having such a design.

In Figure 13 A version as a standing passenger carrier (3) is shown, as is also shown in Figures 7 , 8 and 10 is shown. With a horizontal course of the guideway (2), the passenger carrier (3) with its base support (35) and the passenger support (37) is arranged vertically on the guideway (2) and the roadway side (4). The passenger support (37) is arranged vertically on the base support (35) and above the roadway side (4). Figure 13 In the upper curved curve area (22, 23) or the reversing loop (27) shown, the roadway side (4) and the passenger carrier (3) are arranged on the inside of the curve.

Figure 14 and 15 illustrate the other design of a suspended passenger carrier (3'), which is also called an inverted coaster. With a horizontal course The passenger carrier (3') with its base support (35) and the passenger support (37) is arranged suspended on, in particular below, the guideway (2) and the side of the roadway (4). The passenger support (37) is mounted below the base support (35) on a projecting arm. Figure 14 and 15 In the upper curved curve area (22, 23) or the reversing loop (27) shown, the roadway side (4) and the passenger carrier (3') are arranged on the outside of the curve.

In both variants of the passenger carrier (3,3') an inversion (17) with an overhead position of the passengers is assumed at the upper zenith (16).

Modifications to the embodiment shown and described are possible in various ways. In particular, the above-described features and the mentioned possible variations can be combined with one another in various ways and even interchanged within the scope of the claims.

The track sections (14, 15) of the track pattern (11) with the upright "8" can have more than two, e.g., four, oppositely curved and superimposed curved sections (21, 22, 23, 24). The number of intersection points (18, 19) can be correspondingly larger. This allows, for example, two shapes of a upright "8" to be formed one above the other. The direction of curvature of the successive curved sections can change continuously. The track sections (14, 15) each preferably have an even number of oppositely curved and superimposed curved sections (21, 22, 23, 24).

LIST OF REFERENCE SYMBOLS

1

amusement park

2

guideway, rail track

3

Passenger carrier standing

3'

Passenger carrier hanging

4

Road side

5

back

6

Running rail

7

Support rail

8

strut

9

Direction of travel

10

Railroad station

11

Track figure, figure 8 loop

12

Track figure, dead end stretch

13

Track figure, return loop

14

Railway section ascending

15

Railway section descending

16

Zenith

17

Inversion, overhead area

18

Intersection area below

19

Intersection area above

20

Access and exit area

21

Curve area below

22

Curve area above

23

Curve area above

24

Curve area below

25

Transition area

26

Transition area

27

Reverse loop

28

Railway section access

28'

Railway section start

29

Departure track section

29'

Return track section

30

Support structure

31

drive unit

32

Railway section transition

33

Switch

34

Maintenance area

35

Base carrier

36

chassis

37

Passenger accommodation, seat

f

Direction of travel vector

n

Normal vector

α

Crossing angle

β

Crossing angle

Claims (15)

1. Amusement facility having a guide track (2) and having one or more passenger carriers (3, 3') which are movable thereon in a travel direction (9), wherein the guide track (2) has a travel-track side (4), which is directed towards the passenger carrier (3, 3'), and a rear side (5), and wherein the guide track (2) comprises multiple track portions and, in terms of its track profile, a track figure (11) having an upright orientation and having in a side view the shape of a standing "8", wherein the track figure (11) comprises two upright track portions (14, 15) which are each of multiply and oppositely curved form and are connected to one another at an upper zenith (16), characterized in that the track figure (11) has the shape of a standing three-dimensional "8", wherein the track portions (14, 15) are wound together and, at at least two crossing regions (18, 19), cross over one another alternately one in front of the other and one behind the other, as seen in a side view, and with a mutual, preferably horizontal, spacing, wherein, in multiple side views and lateral projections, the track figure (11) shows in each case the contour of a standing "8".
2. Amusement facility according to one of the preceding claims, characterized in that, in terms of their profile, the track portions (14, 15) have in each case two or more oppositely curved curve regions (21, 22, 23, 24), wherein preferably arranged between the in each case oppositely curved curve regions (21, 22, 23, 24) is a possibly twisted transition region (25, 26).
3. Amusement facility according to Claim 2, characterized in that, on the track portions (14, 15), the oppositely curved curve regions (21, 22, 23, 24) in each case have torsions with opposite directions of rotation.
4. Amusement facility according to Claim 2 or 3, characterized in that, at the zenith (16) and the connection point there between the in each case oppositely curved curve regions (22, 23), the direction of rotation of the torsion changes, wherein preferably, on its track portions (14, 15), the track figure (11) has three or more changes in the direction of rotation of the torsions.
5. Amusement facility according to one of the preceding claims, characterized in that, on the track portions (14, 15), the oppositely curved curve regions (21, 22, 23, 24) are in each case arranged one above the other, wherein preferably the crossing regions (18, 19) are arranged with a vertical spacing one above the other, in particular are arranged one above the other in a straight vertical direction in a side view.
6. Amusement facility according to one of Claims 2 to 5, characterized in that, on the track portions (14, 15), the respective upper curved curve regions (22, 23) have greater curvature than the respective lower curved curve regions (21, 24), wherein preferably, in terms of their profile, the in each case lower curved curve regions (21, 24) have a greater torsion rotation angle between the beginning and end of the curve region than the in each case upper curved curve regions (22, 23).
7. Amusement facility according to one of the preceding claims, characterized in that the normal vectors (n) in the track figure (11) that, on the profile of the track portions (14, 15), in each case point in the direction of the centrifugal force are in each case directed outwards and do not cross at any point of the track figure (11).
8. Amusement facility according to one of Claims 2 to 7, characterized in that the upper curved curve regions (22, 23) of the track portions (14, 15) are connected to one another at the upper zenith (16) and preferably form a reversing loop (27), which preferably has an inversion (17).
9. Amusement facility according to one of the preceding claims, characterized in that, at the entrance and exit region (20) of the track figure (11), the track portions (14, 15) are attached to incoming and outgoing track portions (28, 29) of the guide track (2), wherein preferably the track portions (14, 15) have opposite orientations at the entrance and exit region (20) of the track figure (11).
10. Amusement facility according to one of the preceding claims, characterized in that the track figure (11) has a supporting structure (30) for the track portions (14, 15), which preferably encloses the track portions (14, 15) in a cage-like manner.
11. Amusement facility according to one of the preceding claims, characterized in that the guide track (2) has a ring-like endless or non-endless track profile, wherein preferably the guide track (2) has track portions (28', 29') at the beginning and at the end of its track profile for the start and for the return of the passenger carrier(s) (3,3'), wherein a connecting track portion (32) with a track switch (33) is arranged therebetween.
12. Amusement facility according to one of the preceding claims, characterized in that the guide track (2) is travelled along at least sectionally in reverse by the passenger carrier(s) (3, 3').
13. Amusement facility according to one of the preceding claims, characterized in that, in terms of its track profile, the guide track (2) has multiple ascending and descending slope stretches, wherein preferably, in terms of its track profile, the guide track (2) comprises one or more further track figures (12, 13), in particular an upright dead-end stretch and/or an upright return loop.
14. Amusement facility according to one of the preceding claims, characterized in that, in terms of its track profile, at the guide track (2), there is arranged a track switch (33) at an upright dead-end stretch (12).
15. Amusement facility according to one of the preceding claims, characterized in that, on the guide track (2), there are arranged one or more, preferably highly dynamic, drive units (31) for the passenger carrier(s) (3, 3').