TRACK-MOUNTED RIDE POWERED BY COMPRESSED GAS

Abstract: A track-mounted ride powered by compressed gas injected either into a tube (301) surrounding the vehicle (202) of the ride or into a housing (1) having a piston (3) connected to a catch (204) that releasably engages the vehicle (202). The track (203) can be an open course or a closed course. Braking is accomplished either by braking systems (208) traditionally utilized in the art of track-mounted amusement rides or by using a tube (401) which the vehicle (202) enters and in which the vehicle (202) compresses air to produce pneumatic braking.

Description: DESCRIPTION TRACK-MOUNTED RIDE POWERED BY COMPRESSED GAS TECHNICAL FIELD This invention relates to an amusement ride which employs fluid dynamics to accelerate an object, especially a participant, in a vehicle that forms part of a track- mounded ride. BACKGROUND ART The traditional roller coaster utilizes a chain drive to pull one or more vehicles to the highest point on the track and thereby create significant potential energy. Gravity then accelerates the vehicle downhill, exchanging potential energy for kinetic energy. Sufficient kinetic energy is recovered to permit the vehicle to ascend a subsequent incline, thereby converting kinetic energy into potential energy. Energy losses, of course, dictate that each subsequent hill be smaller. Curves are also incorporated in the track, ultimately creating a closed course, viz., a course where the end of the track is connected to the beginning of the track. The chain drive is necessarily limited in a capability for acceleration and, consequently, moves the vehicle at quite slow speeds. A more modern version of the roller coaster utilizes a series of linear induction motors to create the initial acceleration for a roller coaster. One such ride has been produced by Premier Rides for Six Flags Them Parks Inc. and is termed the BATMAN & ROBIN ride. The present inventor could, however, locate no patent for coasters which are initially accelerated by linear induction motors. Many linear induction motors are required to accelerate the vehicle, and such motors are quite susceptible to failure. The only roller coaster of which the present inventor is aware which is powered by a pressurized gas is the Tubular Roller Coaster of United States patent no. 5,193,462. Though, as the name of this device implies, the entire movement of the vehicle is within a tube, which substantially detracts from the desired excitement participants on roller coasters derive from being in an open environment where such participants can feel the air rush past them and visibly perceive speed and changes in elevation. Although patent no. 5,193,462 does not explicitly state that air is continuously injected into the tube in order to push the vehicle, this is strongly suggested by the drawing and the language in the disclosure which designates "a blower 5 which propels the wheeled containers/capsules 6 along the tubular route 1 . . . A similar suggestion of continuous air movement applies to the improved pneumatic car-truck described and claimed in United Stated patent no. 64,401. That patent states, in pertinent part, ". . . the truck . . . can be propelled by the air currents in the pneumatic tube in the usual manner." Finally, United States patent no. 5,417,615 utilizes pressurized gas vertically to eject a vehicle from a tube. Gravity eventually stops the vehicle so that it falls along a guide cable back into the tube, where compression of air decelerates the vehicle at a rate controlled by pressure relief valves. Just as in the case of patent no. 5,193,462, however, the participant is completely enclosed by the vehicle. Furthermore, no track is contemplated by the invention of patent no. 5,417,615. DISCLOSURE OF INVENTION The present invention utilizes pressurized gas to provide the initial acceleration to the vehicle of a track-mounted ride in lieu of the traditional chain drive or the more modern but failure-prone linear induction motors. Subsequent acceleration may occur through the descent of the vehicle from a height to which the initial acceleration had enabled the vehicle to attain. It is, however, not necessary to supply compressed gas throughout the ride, as appears to be the case with patent no. 5,193,462. There are two primary methods of employing the pressurized gas to accelerate the vehicle. The preferred method is to accelerate a catch which releasably engages the vehicle. The catch may be accelerated by the Pneumatic Device for Accelerating and Decelerating Objects of United States patent no. 5,632,686, which patent is hereby incorporated by reference and which Device—for convenience—will herein be termed the "Pneumatic SPACE SHOT Accelerator"; by the Device for Accelerating and Decelerating Objects of European patent application no. 95116280.9, which application was filed on 16 October 1995 (16.10.1995), which application is hereby incorporated by reference, which application was published on 24 April 1996 (24.04.1996) as EP 0 707 875 Al, and which Device— for convenience—will herein be termed the "Gas-based SPACE SHOT Accelerator"; by the Device for Accelerating and Decelerating Objects of United States patent no. 5,704,841, which patent is hereby incorporated by reference and which Device— for convenience— will herein be termed the "TURBO DROP Accelerator"; or by a TURBO DROP Accelerator where the cable has been replaced by a rod to which the catch has been connected, which— for convenience— will herein be termed the "Rod-containing TURBO DROP Accelerator". The Gas-based SPACE SHOT Accelerator utilizes the pressure of compressed gas or other pressurized fluid introduced into the bore of a housing, which— except for the injection valve used to introduce the gas and an aperture through which a cable passes— is closed at the end where the fluid is introduced, in order to create sufficient force rapidly to accelerate a piston that can travel freely along the length of the bore and thereby rapidly accelerate one or multiple participants who are attached to the piston by the cable— and, preferably, also by a carrier, such as a seat or a harness. Although the end of the housing opposite to the end containing the aperture could be closed, it is preferably left open to the atmosphere. Confining the pressurized fluid which exists at this end of the bore would necessitate injecting a fluid with a higher initial pressure at the other end to have the piston reach the same distance from the aperture. Unlike a solid spring, the weight of the fluid is insufficient to impede the resiliency of such fluid; so, the bore can be placed in any orientation. Similarly, the participant or participants may be moved in any direction relative to the earth and also in any direction relative to the bore. Therefore, to assist in orienting the cable and often to reduce frictional forces, the cable— after exiting the aperture and before reaching any participant— preferably passes around a first guide pulley or other friction-reducing device that can alter the direction of the cable, such as a bearing. (A guide pulley is one which at some time during the operation of the Device for Accelerating and Decelerating Objects has no other pulley between it and the participant or participants.) If the first guide pulley is not located at some point beyond the end of the housing which contains the aperture, a pulley (or bearing or the like) designated an auxiliary pulley is preferably so located to reduce frictional forces. The length of the cable is selected such that when the participant reaches the side of the first guide pulley that is opposite to the initial position of the participant, the piston will not have reached the end of the bore opposite to the end with the aperture. This creates the possibility of operating the Device in two different modes. For the first mode, the initial pressure of the fluid introduced into the bore is selected to be such that the piston will be propelled only so far that the participants will then never pass the first guide pulley. The movement of the piston is also simpler in this first mode. When a pressurized fluid is introduced into the bore, such fluid will accelerate the piston toward the end of the bore opposite the aperture. This will continue until the reduction in pressure within the bore, because of the increased volume created by the piston moving away from the aperture, lowers the force pushing the piston away from the aperture so that such force is equal to forces acting on the piston in the opposite direction. Momentum will, however, continue to move the piston some additional distance from the aperture. As momentum carries the piston beyond the point where the forces acting in both directions on the piston are equal, the pressure on the side toward the aperture will produce a force acting away from the aperture that lags continually farther behind the forces acting on the piston in the opposite direction until this imbalance of forces overcomes the momentum, stops the movement of the piston, and begins to force the piston toward the aperture. Momentum will again propel the piston past the point where the opposing forces equalize and will, therefore, pressurize the fluid on the side of the piston with the aperture. The process then repeats itself, oscillating the participant or participants connected to the piston with the cable. Energy losses are caused by friction as well as any fluid escaping through the small space between the cable and the edge of the aperture. (If losses of the fluid are desired to be decreased, the cable could be coated with a substance to create a smooth surface, such as nylon.) Because of the losses of energy, the amplitude of each subsequent oscillation decreases. When it is desired to cease or reduce the oscillations, a control valve connected to the end of the housing with the aperture may be opened to release the fluid at a controlled rate. Alternatively, if the space between the cable and the edge of the aperture is sufficiently large, the loss of fluid through such space will terminate the oscillations within a reasonable period of time. Conversely, if it is desired to maintain or increase the amplitude of the oscillations, pressure in the bore can be increased by introducing additional fluid into the bore when the piston is near the aperture. If one desires oscillations in this first mode, rather than just the initial acceleration and deceleration, it is preferable to have the initial position of the participant such a distance lower than the position of the participant when the piston has reached its maximum distance from the aperture that there will be an adequate component of force acting on the end of the cable attached to the participant to keep the cable from going slack as the piston is pushed toward the aperture. In the second mode, the initial pressure of the fluid introduced into the bore is sufficiently greater than the initial pressure associated with the first mode that the participants will be propelled past the first guide pulley. Since the mass of the piston is selected such that the mass of the participants (or of the participants and the carrier) exceeds that of the piston, the momentum of the participants (or of the participants and the carrier) will exceed that of the piston as the piston moves away from the aperture because the connecting cable assures that the speed of all the entities is equal. Thus, with the length of the cable being as stated above and with the participants still moving when the participants reach the side of the first guide pulley that was opposite to their initial position, because of the Law of Conservation of Momentum, the participants will continue traveling in the same direction at a slightly reduced speed; and the piston will reverse directions and move toward the aperture at this same speed. As the piston proceeds toward the aperture, the piston will pressurize the introduced fluid even more than in the first mode because the momentum of the participants is pushing the piston toward the aperture. The force created by the pressurized fluid will, as in the first mode, decelerate and eventually stop the piston and the participants. Again, the pressure of the fluid will be reduced below its original level because of energy losses and, if the movement of the participants has a vertical component, because of the force of gravity, which would, however, also aid the downward acceleration of the participants. But, as in the case of the first mode, the amplitude of the oscillations could be maintained or increased by introducing additional fluid into the bore when the piston is near the aperture. Now as the pressurized fluid accelerates the piston away from the aperture, it also accelerates the participants toward their initial position. If the initial movement of the passengers was upward, this acceleration will be downward, causing the reactive force to such acceleration to create for the participants not only a reduced perceived gravitational force but a perceived negative gravitational force— an experience that none of the devices in the prior art patents cited above can create. As the participants reach the first guide pulley, the piston will again move toward the aperture, pressurize the introduced fluid, and decelerate the participants. When pressurization of the fluid is sufficient to stop the piston, the piston will again be forced away from the aperture, moving the participants in their initial direction and starting the cycle once more. As with the first mode, the control valve may be used to release fluid and terminate the cycle, although a sufficient space between the cable and the edge of the aperture would, as explained above, render this unnecessary, as also would the placement of an orifice near the aperture. For practical convenience in orienting the cable after the participants pass the first guide pulley and in reducing frictional forces, a second guide pulley is aligned with the first guide pulley and placed on the side of the first guide pulley opposite to the initial location of the participants. The Pneumatic SPACE SHOT Accelerator is built the same as the Gas-based SPACE SHOT Accelerator but utilizes only a gas instead of either compressed gas or other pressurized fluid. The TURBO DROP Accelerator comprises structure including a piston slidably mounted within the bore of a housing. The housing has a first aperture near the first end of the housing and a second aperture near the second end of the housing. The first end of a cable is attached to the piston before the cable proceeds from the side of the piston which is nearer the first end of the housing, along the bore of the housing, through the first aperture, along the exterior of the housing, through the second aperture, and again along the bore of the housing until the cable enters the piston from the side of the piston which is farther from the first end of the housing and the second end of the cable is attached to the first end of the cable. The first aperture and the second aperture are both constructed large enough to permit the cable to pass freely but small enough that the quantity of gas which escapes through the first aperture and the second aperture will not preclude the desired operation of the Device for Accelerating and Decelerating Objects. If losses of gas are desired to be decreased further, the cable can be coated with a substance, such as nylon, to create a smooth surface. To assist in orienting the cable and to reduce frictional forces, the cable— after exiting the first aperture but before proceeding along the exterior of the housing— preferably passes around a first pulley or other friction-reducing device which can alter the direction of the cable, such as a bearing. Similarly, before entering the second aperture and after proceeding along the exterior of the housing, the cable preferably passes around a second pulley or other friction-reducing device which can alter the direction of the cable. One or more objects, especially including participants, are attached to the cable directly or, preferably, may be placed on a carrier which is attached directly to the cable. The position for attachment of the carrier or object to the cable is selected so that the carrier or object will be near the second end of the housing when the piston is near the first end of the housing and, consequently, so that the carrier or object will be near the first end of the housing when the piston is near the second end of the housing. A container for pressurized gas is connected, through a first input valve, to the housing near the first end of such housing and communicates there with the bore of the housing. Preferably such first input valve is a check valve which permits gas to flow from the container into the bore of the housing but not from the bore of the housing into the container. The container for pressurized gas is, also, preferably connected, through a second input valve, to the housing near the second end of such housing and communicates there with the bore of the housing. Such second input valve is preferably a check valve which permits gas to flow from the container into the bore of the housing but not from the bore of the housing into the container. A deceleration control valve is connected to the housing and communicates with the bore of the housing near the first end of said housing but sufficiently far from such first end of said housing that the quantity of gas between said deceleration control valve and the first end of the housing would be adequate to bring the piston to a cushioned stop should such deceleration control valve stick in a fully open position. Preferably the location of the deceleration control valve will also be sufficiently close to the first end of the housing that the quantity of gas between said deceleration control valve and the first end of the housing will be sufficiently small to minimize rebounding of the piston. An exhaust valve is attached to the housing and communicates with the bore of the housing between the deceleration control valve and the position of the piston at the closest approach of said piston to the second end of the housing. The TURBO DROP Accelerator may be operated in at least five modes. Only the first mode requires a specific orientation of the Device. This orientation simply requires the first end of the housing to be higher than the second end of the housing. For all modes, however, the preferred orientation is with the first end of the housing approximately directly above the second end of the housing, which is a vertical orientation. In the first mode, which for mnemonic convenience is termed the "free-fall" mode, initially the deceleration control valve is closed; and the exhaust valve is open. The first input valve is then adjusted to introduce gas at a moderate rate into the bore of the housing near the first end of said housing. This gas forces the piston toward the second end of the housing and, consequently, the participant toward the first end of the housing. With the exhaust valve open, gas may exit from the bore of the housing as the piston is pushed toward the exhaust valve. As the piston passes the exhaust valve, the exhaust valve is closed; and gas continues to be introduced into the housing until the participant has reached a desired height. The exhaust valve is then opened, allowing the weight of the participant to push the piston toward the first end of the housing and the participant to descend. The deceleration control valve is adjusted to allow gas to escape at such a rate as gives the desired deceleration speed for the participant once the piston has reached the exhaust valve on the piston's journey toward the first end of the housing. In this mode, the deceleration control valve is also adjusted so that rebounding of the piston and, consequently, the participant is minimized. The second mode is, for mnemonic purposes, termed the "boost and stop" mode. In this mode the process is identical to that of the "free-fall" mode until the participant reaches the desired distance from the first end of the housing, which in the "free-fall" mode was equivalent to height— a fact which is not necessarily true in this case because the second mode may be employed in any orientation of the Device. Once the participant has reached the desired distance from the first end of the housing, gas is rapidly injected into the bore of the housing through the second input valve and the exhaust valve is opened. The expansion of the introduced gas then pushes the piston rapidly toward the first end of the housing. (If the Device is at least relatively vertically oriented, the downward acceleration will initially, and for some time after the piston has passed the exhaust valve, be greater than the acceleration of gravity, thereby producing a sustained perception of a negative (upward) gravitational force.) Gas between the piston and the first end of the housing may exit through the exhaust valve until the piston reaches the exhaust valve. Just as in the "free-fall" mode, the deceleration control valve is adjusted to allow gas to escape at such a rate as gives the desired deceleration speed for the participant once the piston has reached the exhaust valve on the piston's journey toward the first end of the housing. In this mode, the deceleration control valve is also adjusted so that rebounding of the piston and, consequently, the participant is minimized. The mnemonic term for the third mode is the "boost and rebound" mode. The process for the "boost and rebound" mode is the same as that for the "boost and stop" mode except that the deceleration control valve is kept closed so that as the piston approaches the first end of the housing, the kinetic energy of the piston and the participant (as well as the weight of the participant— and of the carrier, if a carrier is utilized— when the first end of the housing is higher than the second end of the housing) is used to compress gas between the piston and the first end of the housing until such kinetic energy has been depleted and the piston has stopped. Then the gas will expand, forcing the piston toward the second end of the housing and the participant toward the first end of the housing. Because of the energy lost when gas escapes through the exhaust valve, it is unlikely that there will be sufficient remaining kinetic energy for the piston to compress gas in the second end of the housing. If, however, the first end of the housing is higher than the second end of the housing, the weight of the participant— and of the carrier, if one is employed— will subsequently force the piston again toward the first end of the housing where subsequent compression and expansion of the gas will produce another rebound; and the oscillations will continue until either energy losses preclude the expanding gas from having sufficient energy to overcome the weight of the participant— and of the carrier, if one is employed— or the deceleration control valve is opened sufficiently to end the rebounding while still producing a cushioned stop. "Enhanced boost and rebound" mode is the mnemonic term for the fourth mode. This mode differs from the "boost and rebound" mode only in that (1) the exhaust valve is never opened, in order to avoid the substantial loss of energy which occurs when gas exits the bore of the housing through the exhaust valve, and (2) the compressed gas is inserted into the second end of the housing at a higher pressure than in the "boost and rebound" mode— primarily because, with the exhaust valve maintained in a closed position, the pressure on the side of the piston toward the first end of the housing will generally be greater than the atmospheric pressure which exists with the exhaust valve open. Without the losses of energy through the exhaust valve, compression and expansion of gas will occur in the second end of the housing as well as in the first end of the housing for a substantial period of time, i. e. , until the smaller losses of energy within the system deplete the total energy of the system to the point that perceptible compression does not occur, or until the deceleration control valve is opened and adjusted to produce a cushioned stop of the piston. Furthermore, in this "enhanced boost and rebound" mode, repeated oscillations will occur even if the Device for Accelerating and Decelerating Objects is horizontally oriented, i.e., if the first end of the housing is at the same elevation as the second end of the housing. Finally, the fifth mode is termed the "initial boost" mode. In this mode the exhaust valve continuously remains open. The deceleration control valve is initially closed. Such a large quantity of compressed gas is so rapidly injected through the first input valve into the bore at the first end of the housing that the piston so quickly passes the exhaust valve that significant gas remains between the piston and the second end of the housing and the kinetic energy of the system is so great that the piston compresses the gas in the second end of the housing until such kinetic energy is exhausted and the pressure in the second end of the housing combined with any component of weight from the participant— and the carrier, if a carrier is used— which is parallel to the bore of the housing and directed toward the second end of the housing forces the piston toward the first end of the housing, where compression and expansion of the gas again occurs. The oscillations produced by the repeated compression and expansion of gas in the first end and the second end of the housing continue until the losses of energy within the system deplete the total energy of the system to the point that perceptible compression does not occur, or until the deceleration control valve is opened and adjusted to produce a cushioned stop of the piston. Of course, if a TURBO DROP Accelerator is desired to be operated only in the "enhanced boost and rebound" mode, the exhaust valve could be eliminated because it is never opened in that mode. Similarly, if a TURBO DROP Accelerator is to be operated only in the "initial boost" mode, the exhaust valve could be replaced with an aperture because the exhaust valve remains open continuously in that mode; and the connection of the container for pressurized gas to the second end of the housing through the second input valve could be eliminated since, in the "initial boost" mode, gas is not injected into the second end of the housing. For this same reason the connection of the container for pressurized gas to the second end of the housing through the second input valve could be eliminated in the "free-fall" mode if the Device were to be used only for that mode or that mode and the "initial boost" mode. Additionally, whenever a rebound is desired— at either the first end of the housing or at the second end of the housing— additional gas could be injected at the end where the rebound is desired both to increase the distance that the piston and, consequently, the participant— and the carrier, if a carrier is used— would rebound and to increase the number of rebounds which occur. In the cases of the Pneumatic SPACE SHOT Accelerator, the Gas-based SPACE SHOT Accelerator, and the TURBO DROP Accelerator, the carrier is replaced by the catch of the present invention. The catch is then accelerated as described for the carrier in the relevant patents and patent application. The SPACE SHOT Accelerator and the Gas-based SPACE SHOT Accelerator would be the embodiments of the relevant patent and patent application which do not have a second guide pulley. And, preferably, the TURBO DROP Accelerator and the Rod-containing TURBO DROP Accelerator would be operated in the second mode, i.e., the "boost and stop" mode described on line 8 through line 34 in column 7 of United States patent no. 5,704,841. It should be observed, however, that the inventions of United States patent no. 5,632,686, of European patent application no. 95116280.9, and of United States patent no. 5,704,841 accelerate and decelerate only a carrier that is an integral portion of the inventions of those patents and which never is detached from the device of the invention. Until the present invention, no one had conceived that the carrier could be replaced with a catch that could accelerate a vehicle that would then be detached from the accelerator and move independently. And this is especially true in the field of roller coasters where the linear induction motor has been a less than ideally successful attempt to fill the long-sought need of replacing the old mechanical chain drive. Furthermore, it should be noted from the foregoing that the acceleration of the piston within a cylinder or housing may be accomplished by the structure described for the Pneumatic SPACE SHOT Accelerator, the Gas-based SPACE SHOT Accelerator, the TURBO DROP Accelerator, or the Rod-containing TURBO DROP Accelerator and that the means for transferring motion from the piston to the catch can be as described for any of these devices or any other structure that is known in the art of accelerating pistons within cylinders to propel, for example, those used to accelerate airplanes for takeoff from aircraft carriers. The second primary method for employing the pressurized gas to accelerate the vehicle is to propel the vehicle from a tube open only at the end from which the vehicle exits. Attached to the other end of the tube is a source of compressed gas, preferably air. Near the rear of the vehicle, a shield is attached to the vehicle. The shield has a cross section that is shaped approximately the same as the cross section of the tube from which the vehicle is initially propelled. The cross section of the shield is, however, slightly smaller than the cross section of the tube. (Of course, the body of the vehicle may be so designed that it forms the shield rather than having a separate shield attached to the vehicle.) When it is desired to propel the vehicle from the tube, the compressed gas is rapidly injected through a valve into the closed first end of the tube. Since the shield covers most of the cross section of the tube, as the injected compressed gas expands, the vehicle is forced toward and through the open second end of the tube. The momentum of the vehicle then carries it along the path of the track. Preferably, the size of the shield is sufficiently large that relatively low-pressure compressed air can be utilized. Again there is only an initial acceleration, replacing the traditional chain drive or the linear induction motors. There is not a continuous supply of compress gas, as appears to be the case with patent no. 5,193,462. Additionally, unlike the track of patent no. 5,193,462, the track of the present invention preferably does not, when a vehicle is being used, enclose the vehicle. This is feasible since a continuous supply of air is not required to move the vehicle along the track; a supply of air is required only during the initial acceleration, after which the vehicle moves because of its own inertia (and, of course, that of any participants riding in the vehicle). And not having the track enclose the vehicle enables the participant to have a more complete visual experience and to feel the movement of the air as the vehicle speeds along. The track could be straight or curved but is preferably curved with changes in elevation similar to, or even more pronounced than, that of existing roller coasters. Complete vertical loops could also be included. The track can also either be an open course or a closed course but is preferably a closed course. In an additional option, the track could be straight but curve from horizontal to vertical. In such a case, the vehicle would initially be accelerated toward the top of the track. Gravity or a combination of gravity and brakes would bring the vehicle to a stop near the top of the track. Gravity or, if the braking system were to employ an energy storage device such as a spring or air spring, gravity plus the reaction of the braking system would then cause the vehicle to descend from the top of the track. With respect to any of the embodiments, to stop the movement of the vehicle on the track, any of the braking systems traditionally utilized in the art of track-mounted amusement rides can be used. Alternatively, however, a pneumatic braking system can be employed. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 depicts a closed-course track with an accelerator that utilizes a catch to engage and accelerate the vehicle of the ride. Figure 2 illustrates the Rod-containing TURBO DROP Accelerator and the vehicle with a stop. Figure 3 is a cross-sectional view for the embodiment of Figure 3. Figure 4 portrays an open-course track with an accelerator that utilizes a catch to engage and accelerate the vehicle of the ride. Figure 5 shows an open-course track where a tube is used as the accelerator. Figure 6 illustrates details of a tube used as an accelerator. Figure 7 depicts the vehicle that is employed when a tube is utilized for the accelerator. Figure 8 provides a view of the details of a deceleration tube. Figure 9 portrays the TURBO DROP Accelerator. Figure 10 shows the Pneumatic SPACE SHOT Accelerator and the Gas-based SPACE SHOT Accelerator. Figure 11 depicts an embodiment of the Pneumatic SPACE SHOT Accelerator and the Gas-based SPACE SHOT Accelerator that employs a single guide pulley. Figure 12 portrays an alternate embodiment which utilizes two guide pulleys. Figure 13 illustrates an embodiment similar to that of Figure 12 but, additionally, demonstrates the capability for using more than one housing to generate the propulsive force and also shows components used to prepare the fluid that propels the pistons within the housings to accelerate and decelerate the participants. Figure 14 shows a tower which employs two or more of the embodiments from Figure 12 to propel a common carrier above the tower, itself. Figure 15 demonstrates a modification which adds an auxiliary pulley to the embodiment of Figure 11 so that the piston initially moves in the same direction as the participants. Figure 16 similarly provides a view of a modification which adds an auxiliary pulley to the embodiment of Figure 12 in order that the piston will initially move in the same direction as the participants. Figure 17 shows an embodiment where the first guide pulley and the second guide pulley are oriented in a horizontal direction. Figure 18 depicts the orientation of the first guide pulley with respect to the second guide pulley from the perspective of one facing the rims of the first guide pulley and the second guide pulley. Figure 19 depicts the orientation of the first guide pulley with respect to the second guide pulley from the perspective of one facing the edges of the first guide pulley and the second guide pulley. Figure 20 shows the basic preferred embodiment of the TURBO DROP Accelerator. Figure 21 adds to the embodiment of Figure 20, an extension to increase the volume of the bore at the second end of the housing, a check valve to allow air to flow into such extension, a compressor, stops for the carrier, a computer, and a retention means. BEST MODE FOR CARRYING OUT THE INVENTION As depicted in Figure 1, an accelerator (201) provides the initial acceleration to propel a vehicle (202) around a track (203). The preferred method for accelerating the vehicle (202) is to accelerate a catch (204) which releasably engages the vehicle (202), as illustrated in Figure 2. As explained above, the catch (204) may be accelerated by the Pneumatic SPACE SHOT Accelerator, by the Gas-based SPACE SHOT Accelerator, by the TURBO DROP Accelerator, or by the Rod-containing TURBO DROP Accelerator. As illustrated in Figure 11, the preferred embodiment of the Gas-based SPACE SHOT Accelerator has a housing (1) containing a bore (2). A piston (3) is slidably mounted within the bore (2) and can travel freely along the length of said bore (2). The first end (4) of the housing (1) preferably possesses an aperture (5) through which a cable (6) passes; at least the aperture (5) is nearer said first end (4) than the piston (3) ever will be. A first end (61) of the cable (6) is attached to the piston (3). After leaving the housing (1), the cable (6) passes around a first guide pulley (7) before the second end (62) of the cable (6) is connected to the carrier (8) for one or more participants (9). The second end (10) of the housing (1) could be closed but, as explained above, is preferably left open. When it is desired rapidly to accelerate a participant (9), pressurized fluid is introduced into the bore (2) through an injection valve (11) that is preferably located in the first end (4) of the housing (1) but, in any event, is nearer to said first end (4) than the piston (3) will ever be. The piston (3) will then rapidly be accelerated away from the first end (4) of the housing (1), thereby accelerating the participant (9) toward the first guide pulley (7). Subsequent motion of the piston (3) and the participant (9) will then occur just as described above in the Disclosure of Invention. When it is desired to terminate or reduce the oscillations, fluid is released at a controlled rate through a control valve (12) connected to the housing (1) and preferably located on the first end (4) of the housing (1). This could be done after one or more oscillations of the participant (9) or, preferably in the case of the Track-mounted Ride Powered by Compressed Gas, even just after the initial acceleration and deceleration. The preferred movement of the participant (9) is vertical; but, as noted above, it could be in any direction. As also mentioned above, however, it should be remembered that if one desires oscillations with this embodiment, rather than just the initial acceleration and deceleration, it is preferable to have the initial position of the participant (9) such a distance lower than the position of the participant (9) when the piston (3) has reached its maximum distance from the first end (4) of the housing (1) that there will be an adequate component of force acting on the second end (62) of the cable (6), which is attached to the participant (9) by the carrier (8), to keep the cable (6) from going slack as the piston (3) is pushed toward the first end (4) of the housing (1). For the embodiment of Figure 11, the initial pressure of the fluid introduced into the bore (2) is preferably selected to be such that the piston (3) will be propelled only some distance less than the length of the bore (2). Also, for all embodiments the length of the cable (6) is selected such that when the participant (9) reaches the side of the first guide pulley (7) that is opposite to the initial position of the participant (9), the piston (3) will not have reached the second end (10) of the housing (1). An optional embodiment is shown in Figure 12. Again the orientation of the optional embodiment and direction of travel for the participant (9) are shown to be vertical, but they could be any direction. For example, Figure 17 depicts the optional embodiment of Figure 2 with a horizontal orientation and direction of travel for the participant (9). The structure of the optional embodiment depicted in Figure 12 differs from the structure of the embodiment portrayed in Figure 1 1 merely by the addition of a second guide pulley (13). As illustrated with greater detail in Figure 18, the second guide pulley (13) is aligned with the first guide pulley (7) in that the rim (131) of the second guide pulley (13) faces the rim (71) of the first guide pulley; and the first edge (132) of the second guide pulley (13) is approximately in the same plane as the first edge (72) of the first guide pulley (7). Furthermore, as depicted in Figure 19, the second guide pulley (13) is placed on the side of the first guide pulley (7) opposite to the initial location of the participant, i.e., the second guide pulley (13) is so oriented with respect to the first guide pulley (7) that the angle ( ) between an imaginary line (100) running from the axle (133) of the second guide pulley (13) to the axle (73) of the first guide pulley (7) and an imaginary line (101) running from the axle (73) of the first guide pulley (7) toward the initial position of the participant (9) and concurrently running parallel to the portion (63) of the cable (6) between the first guide pulley (7) and the initial position of the participant (9) is at least 90 degrees but no more than 270 degrees and is preferably 180 degrees. The optional embodiment of Figure 12 can function exactly as does the embodiment of Figure 11. However, the optional embodiment of Figure 12 orients the cable (6) when the initial pressure of the fluid introduced into the bore (2) is sufficient that the participant (9) and the piston (3) are still moving when the participant (9) reaches the side of the first guide pulley (7) that was opposite to the initial position of the participant (9); and the second mode of operation for the Device, which was explained above in the Disclosure of Invention, is, therefore, experienced. As the participant (9) moves past the first guide pulley (7) toward the second guide pulley (13), the cable (6) will simply leave the first guide pulley (7) and engage the second guide pulley (13) as shown by the dotted lines in Figure 2. When the participant (9) moves in the opposite direction past the second guide pulley (13), i.e., toward the first guide pulley (7), the cable (6) will leave the second guide pulley (13) and engage the first guide pulley (7). If the first guide pulley (7) and the second guide pulley (13) were oriented in a horizontal direction with respect to one another and the movement of the participant (9) were in a horizontal direction, release of the fluid after the initial acceleration and deceleration would accurately simulate the movement of a drag racer. Figure 13 depicts only the features of the Device that are external to the housing (1) but, in doing so, also demonstrates how the fluid is prepared and that there can be several housings (1), cables (6), and carriers (8). Each carrier (8) may, furthermore, hold more than one participant (9). A pressurizer (14)— which is a compressor when the fluid is a gas and a pump when the fluid is a liquid— is connected to a high-pressure tank (15). The pressurizer (14) pressurizes the fluid— either by compressing gas, preferably air, or pumping a liquid— and transfers the resultant pressurized fluid for storage at a high pressure in the high-pressure tank (15). A computer (16) communicates with sensors (17) in the platform (18) which supports the carriers (8) when they are at rest. When participants (9) have been seated in a carrier (8), the sensor (17) for the respective carrier (8) determines the weight of that carrier (8) and the participants (9) seated thereon. The sensor (17) then communicates this information to the computer (16). The high-pressure tank (15) is connected to a selective valve (19), the other side of which selective valve (19) is connected to a propulsive tank (20). (High pressure, as used herein, means that the pressure is equal to or greater than any pressure that will be used in the propulsive tank (20).) The propulsive tank (20) is connected to " the injection valve (11) for each housing (1). (This is preferably done within the valve cap (21) and is, consequently, not visible in Figure 3. The control valve (12) for each housing (1) is also inside the valve cap (21).) Alternatively, instead of employing a separate injection valve (11) for each housing (1), one could utilize a single injection valve (11) which has a single input port for connecting to the propulsive tank (20) and a sufficient number of exhaust ports that a separate exhaust port is available for connecting to each housing(l). The computer (16) determines and communicates to the selective valve (19) how much pressurized fluid (air, preferably, as noted above) to allow to enter the propulsive tank (20) in order to propel the participants (9) a desired distance. As is evident from the preceding discussion, the term "computer" has been used herein to designate a machine which can receive information from sensors, make logic decisions, and transmit appropriate control signals. Accordingly, the term "controller" is often used in the art interchangeably with the term "computer." Although separate carriers (8) could be operated separately, the carriers (8) are preferably operated simultaneously and are, also, preferably physically connected to one another. Similarly, even though a computer (16) is preferred for controlling how much pressurized fluid is placed in the propulsive tank (20), a mechanical system could perform this task. Figure 14 portrays a second optional embodiment. There are at least two legs (22) for a tower (generally denoted 23). Each leg (22) contains at least one of the embodiments illustrated in Figure 2, except that each cable (6) is attached to the common carrier (8). As shown by the dotted lines in Figure 4, the common carrier (8) can be elevated to a position higher than any portion of the tower (23). If, for any reason, one desires to have the piston (3) initially move in the same direction as the participants (9) do, this can be accomplished simply by adding an auxiliary pulley (24). Such a modification to the embodiment of Figure 11 is portrayed in Figure 15; a similar modification to the embodiment of Figure 12 is shown in Figure 16. As stated in the Disclosure of Invention, the Pneumatic SPACE SHOT Accelerator is built the same as the Gas-based SPACE SHOT Accelerator but utilizes only a gas instead of either compressed gas or other pressurized fluid. As illustrated in Figure 20, the preferred embodiment of the TURBO DROP Accelerator has a housing (1001) containing a bore (1002). A piston (1003) is slidably mounted within the bore (1002) and can travel freely along the length of said bore (1002). The housing (1001) has a first aperture (1004) near the first end (1005) of the housing (1001) and a second aperture (1006) near the second end (1007) of the housing (1001). The first end (1008) of a cable (1009) is attached to the piston (1003) before the cable (1009) proceeds from the side (1010) of the piston (1003) which is nearer the first end (1005) of the housing (1001), along the bore (1002) of the housing (1001), through the first aperture (1004), along the exterior (101 1) of the housing (1001), through the second aperture (1006), and again along the bore (1002) of the housing (1001) until the cable (1009) enters the piston (1003) from the side (1012) of the piston (1003) which is farther from the first end (1005) of the housing (1001) and the second end (1013) of the cable (1009) is attached to the first end (1008) of the cable (1009). The first aperture (1004) and the second aperture (1006) are both constructed large enough to permit the cable (1009) to pass freely but small enough that the quantity of gas which escapes through the first aperture (1004) and the second aperture (1006) will not preclude the desired operation of the Device for Accelerating and Decelerating Objects. As mentioned above, if losses of gas are desired to be decreased further, the cable (1009) can be coated with a substance, such as nylon, to create a smooth surface. To assist in orienting the cable (1009) and to reduce frictional forces, the cable (1009)~after exiting the first aperture (1004) but before proceeding along the exterior (1011) of the housing (lθθl)-preferably passes around a first pulley (1014) or other friction-reducing device which can alter the direction of the cable, such as a bearing. Similarly, before entering the second aperture (1006) and after proceeding along the exterior (1011) of the housing (1001), the cable (1009) preferably passes around a second pulley (1015) or other friction-reducing device which can alter the direction of the cable (1009). A carrier (1016) to hold one or more participants (1017) is attached to the cable (1009) in such a manner that the carrier (1016) will be near the second end (1007) of the housing (1001) when the piston (1003) is near the first end (1005) of the housing (1001) and, consequently, so that the carrier (1016) will be near the first end (1005) of the housing (1001) when the piston (1003) is near the second end (1007) of the housing (1001). A container for pressurized gas (1018) is connected, through a first input valve (1019), to the housing (1001) near the first end (1005) of such housing (1001) and communicates there with the bore (1002) of the housing (1001). Preferably such first input valve ( 1019) is a check valve which permits gas to flow from the container (1018) into the bore (1002) of the housing (1001) but not from the bore (1002) of the housing (1001) into the container (1018). The container for pressurized gas (1018) is, also, preferably connected, through a second input valve (1020), to the housing (1001) near the second end (1007) of such housing (1001) and communicates there with the bore (1002) of the housing (1001). Such second input valve (1020) is preferably a check valve which permits gas to flow from the container (1018) into the bore (1002) of the housing (1001) but not from the bore (1002) of the housing (1001) into the container (1018). A deceleration control valve (1021) is connected to the housing (1001) and communicates with the bore (1002) of the housing (1001) near the first end (1005) of said housing (1001) but, preferably, sufficiently far from such first end (1005) of said housing (1001) that the quantity of gas between said deceleration control valve (1021) and the first end (1005) of the housing (1001) would be adequate to bring the piston (1003) to a cushioned stop should such deceleration control valve (1021) stick in a fully open position. Preferably the location of the deceleration control valve will also be sufficiently close to the first end (1005) of the housing (1001) that the quantity of gas between said deceleration control valve (1021) and the first end (1005) of the housing (1001) will be sufficiently small to minimize rebounding of the piston (1003). However, since merely a catch (204) is being accelerated, it is not essential that the stop of the piston (1003) be cushioned should the deceleration control valve (1021) stick in a fully open position; therefore, although not ideal, the deceleration control valve (1021) can actually be located at the first end (1005) of the housing (1001). An exhaust valve (1022) is attached to the housing (1001) and communicates with the bore (1002) of the housing (1001) between the deceleration control valve (1021) and the position of the piston (1003) at the closest approach of said piston (1003) to the second end (1007) of the housing (1001). The Device for Accelerating and Decelerating Objects functions in at least five modes, as described above in the Summary of the Invention. Several optional preferred components for the Device for Accelerating and Decelerating Objects are illustrated in Figure 21. To decrease the tendency to have a reduction in gas pressure created in the bore (1002) at the second end (1007) of the housing (1001) as the piston (1003) moves away from the second end (1007) of the housing (1001), which reduction would, itself, tend to diminish the acceleration of the piston (1003), an extension (1023) is added to the housing (1001) in order to increase the volume of the bore (1002) at said second end (1007) of the housing (1001). And to assure that the pressure of the gas in the bore (1002) at said second end (1007) of the housing (1001) is never below atmospheric pressure, a check valve (1024), which communicates with both the atmosphere and the bore (1002) is connected to said extension (1023) so that air can flow from the atmosphere into the bore (1002) within extension (1023) but not from the bore (1002) within extension (1023) into the atmosphere. Preferably, the gas utilized within the Device for Accelerating and Decelerating Objects is air. Therefore, a compressor (1025) is attached to and communicates with the container for pressurized gas (1018) to take air from the atmosphere, compress such air, and supply such pressurized air to the container (1018). To assure that the carrier (1016) does not approach any nearer than is desired to the first end (1005) of the housing (1001), a first stop (1026) is attached to the housing (1001) near the first end (1005) of the housing (1001). Likewise, to guarantee that the carrier (1016) does not approach any nearer than is desired to the second end (1007) of the housing (1001), a second stop (1027) is connected to the housing (1001) near the second end (1007) of the housing (1001). (If the housing (1001) is placed within a support structure, the first stop (1026) and the second stop (1027) would be attached to such support structure rather than being directly connected to the housing (1001); and the carrier (1016) would move along the exterior of such support structure. In fact, the support structure, itself, would preferably constitute the second stop (1027).) The first input valve (1019), the second input valve (1020), the deceleration control valve (1021), and the exhaust valve (1022), are preferably controlled by a computer (1028), which is electrically connected to such first input valve (1019), such second input valve (1020), such deceleration control valve (1021), and such exhaust valve (1022). Also preferably, one or more of any of the types of retention means (1029) which are well known in the art (such as a brake which forces friction pads against the carrier (1016)) are connected to the housing (1001) near the first end (1005) of the housing (1001) to retain the carrier (1016) at the location of the retention means (1029) and thereby enhance the anticipation of the participant or participants (1017) prior to the initial introduction of gas through the second input valve (1020) in the "boost and stop" mode, the "boost and rebound" mode, and the "enhanced boost and rebound" mode and prior or even subsequent to the opening of the exhaust valve ( 1022) after the participant or participants have reached the desired height in the "free-fall" mode. The accelerator (201) may be placed in any orientation but is preferably horizontal in order to facilitate a participant's entering and exiting the vehicle (202). Additionally, the accelerator (201) is maintained in fixed position relative to the track (203); this is preferably accomplished by having both the track (203) and the accelerator (201) attached to the ground. Alternatively, the accelerator (201) could be connected to the track (203). When the Rod-containing TURBO DROP Accelerator is in a horizontal orientation, it is preferable to have supports (205) for the rod (206), as shown in Figure 3, which minimize the possibility for bending of the rod (206). The supports (205) may be placed only inside the housing (100) or may be both inside and outside the housing ( 100). Furthermore, it should be noted from the foregoing that the acceleration of the piston ((3) for the Pneumatic SPACE SHOT Accelerator and the Gas-based SPACE SHOT Accelerator and (1003) for the TURBO DROP Accelerator and the Rod-containing TURBO DROP Accelerator) within a cylinder or housing ((1) for the Pneumatic SPACE SHOT Accelerator and the Gas-based SPACE SHOT Accelerator and (1001) for the TURBO DROP Accelerator and the Rod-containing TURBO DROP Accelerator) may be accomplished by the structure described for the Pneumatic SPACE SHOT Accelerator, the Gas-based SPACE SHOT Accelerator, the TURBO DROP Accelerator, or the Rod-containing TURBO DROP Accelerator and that the means for transferring motion from the piston ((3) for the Pneumatic SPACE SHOT Accelerator and the Gas-based SPACE SHOT Accelerator and (1003) for the TURBO DROP Accelerator and the Rod-containing TURBO DROP Accelerator) to the catch (204) can be as described for any of these devices or any other structure that is known in the art of accelerating pistons within cylinders to propel, for example, that used to accelerate airplanes for takeoff from aircraft carriers. The track (203), as stated above, preferably does not, when a vehicle (202) is being used, enclose the vehicle (202) and can be straight or curved but is preferably curved with changes in elevation similar to, or even more pronounced than, that of existing roller coasters. Complete vertical loops could also be included. The track (203) can additionally either be an open course, as illustrated in Figure 4, or a closed course, as depicted in Figure 1 , but is preferably a closed course. Also as discussed above and as portrayed in Figure 5, in an additional option, the track (203) could be straight but curve from horizontal to vertical. In such a case, the vehicle (202) would initially be accelerated toward the top (207) of the track (203). Gravity or a combination of gravity and brakes (208) would bring the vehicle to a stop near the top (207) of the track (203). Gravity or, if the braking system (208) were to employ an energy storage device such as a spring or air spring, gravity plus the reaction of the braking system (208) would then cause the vehicle (202) to descend from the top (207) of the track (203). When the vehicle (202) may return to the location of the accelerator (201), either because the track (203) curves from horizontal to vertical as described in the immediately preceding paragraph or because the track (203) is a closed course, it is necessary to assure that the catch (204) will not interfere with the movement of the vehicle (202). The preferred method for accomplishing this with the closed course is to have the portion (209) of the vehicle (202) which is engaged by the catch (204) rotatably attached to the vehicle (202) in such a manner that such portion (209) will rotate when the front (210) of the vehicle (202) pushes against the catch (204) as the vehicle (202) moves forward but not when the catch (204) pushes against such portion (209) from behind the front (210) of the vehicle (202). An example of a method for doing this would be simply to attach a stop (211) to the front (210) of the vehicle. Alternatively, just after passing the accelerator (201), the track (203) could curve upward or laterally so that after the catch (204) had completed its movement, it would no longer be within the track (203). In a further option, after the catch (204) has completed accelerating the vehicle (202), the catch (204) could rotate so that it would not rise above the track (203). With respect to any of the embodiments, to stop the movement of the vehicle (202) on the track (203), any of the braking systems traditionally utilized in the art of track-mounted amusement rides can be used. Alternatively, however, a pneumatic braking system can be employed. Again as discussed earlier and as portrayed in Figure 6, the second primary method for employing the pressurized gas to accelerate the vehicle (202) is to propel the vehicle from a tube (301) open only at the end (302) from which the vehicle exits. Attached to the other end (303) of the tube (301) is a source (304) of compressed gas, preferably air. Near the rear (305) of the embodiment of the vehicle (202) which is accelerated from the tube (301) and which is illustrated in Figure 7, a shield (306) is attached to the vehicle (202). The shield (306) has a cross section that is shaped approximately the same as the cross section of the tube (301) from which the vehicle (202) is initially propelled. The cross section of the shield (306) is, however, slightly smaller than the cross section of the tube (301). (Of course, the body of the vehicle (202) may be so designed that it forms the shield (306) rather than having a separate shield (306) attached to the vehicle.) When it is desired to propel the vehicle (202) from the tube (301), the compressed gas is rapidly injected through a valve (307), which valve (307) is attached to both the source (304) of compressed gas and the tube (301) and communicates with both the source (304) of compressed gas and the tube (301), into the tube (301) near the closed first end (303) of the tube (301). Since the shield (306) covers most of the cross section of the tube (301), as the injected compressed gas expands, the vehicle (202) is forced toward and through the open second end (302) of the tube (301). After this initial acceleration, the momentum of the vehicle (202) then carries it along the path of the track (203). Preferably, the size of the shield (306) is sufficiently large that relatively low- pressure compressed air can be utilized. As before, to stop the movement of the vehicle (202) on the track (203), any of the braking systems traditionally utilized in the art of track-mounted amusement rides can be used. Alternatively, however, a pneumatic braking system can be employed. The pneumatic braking system, which is depicted in Figure 8, includes a deceleration tube (401). For any vehicle (202) which will enter a deceleration tube in the forward direction, a forward shield (406) is attached near the front (210) of the vehicle (202). The first end (403) of the deceleration tube is closed. As the vehicle (202) moves into the deceleration tube (401) through the open second end (402) of the deceleration tube (401), the forward shield (406) begins to compress the air within the deceleration tube (401) and, therefore, to create a pneumatic force which opposes the motion of, and decelerates, the vehicle (202). The length of the deceleration tube (401) is selected to be of such distance that the forward shield (406) will create sufficient pneumatic force that the vehicle (202) will stop before reaching the first end (403) of the deceleration tube (401). The length of the tube (401) may also be selected so that a desired rate of deceleration will be attained. Alternatively, the rate of deceleration could be controlled either by apertures (407) that are always open or by valves (408) in the wall (409) of the deceleration tube (401). (Of course, such valves (408) or apertures (407) could be utilized in conjunction with the length of the deceleration tube (401) to achieve the desired rate of deceleration.) Moreover, if the track (203) is a closed course, the tube (301) which is used to accelerate the vehicle (202) can also be used as the deceleration tube (401). In such an embodiment, both the first end (303) and the second end (302) of the tube (301) are capable of opening and closing. When the tube (301) is used to accelerate the vehicle (202), the first end (303) of the tube (301) is closed; and the second end (302) of the tube (301) is open. Conversely, when the tube (301) is used to decelerate the vehicle, the first end (303) of the tube (301) is open; and the second end (302) of the tube (301) is closed. In the case of the vertical track (203) where the vehicle (202) initially stops near the top (207) of the track (203), the tube (301) can serve both to accelerate and decelerate the vehicle while having a first end (303) which is permanently closed and a second end (302) that is permanently open. A still further alternative for decelerating the vehicle (202) would be to combine the pneumatic braking system of the present invention with one or more of the traditional braking systems for track-mounted amusement rides. Next, consideration must be given to the modifications of the TURBO DROP Accelerator that are necessary in order to create the Rod-containing TURBO DROP Accelerator, which is illustrated in Figure 2 and Figure 9. The cable (1009), the first pulley (1014), the second pulley (1015), and the carrier (1016) are eliminated. The second aperture (1006) is closed. A first end (212) of the rod (206) is attached to the side (1010) of the piston (1003) which is nearer the first end (1005) of the housing (1001). The rod (206) then passes through the first aperture (1004) before being attached to the catch (204). First input valve (1019) and second input valve (1020) can be operated so that the vehicle (202) will be accelerated either when the rod (206) is pushed farther out of the housing (1001), because gas has been rapidly injected through second input valve (1020), or when the rod (206) is pulled farther into the housing (1001), because has been rapidly injected through first input valve (1019). The rod (206) and catch (204) can be returned to their initial positions by relatively slowly injected air through the input valve (1019) or (1020) that was not used to accelerate the vehicle (202). Finally, Figure 9 illustrates the TURBO DROP Accelerator as used in the Track-mounted Ride Powered by Compressed Gas. And, since the physical structure of both is identical, Figure 10 depicts both the Pneumatic SPACE SHOT Accelerator and the Gas-based SPACE SHOT Accelerator as utilized in the Track-mounted Ride Powered by Compressed Gas. As is evident from Figure 9 and Figure 10, in the cases of the Pneumatic SPACE SHOT Accelerator, the Gas-based SPACE SHOT Accelerator, and the TURBO DROP Accelerator, the carrier ((8) for the Pneumatic SPACE SHOT Accelerator and the Gas-based SPACE SHOT Accelerator and (1016) for the TURBO DROP Accelerator) is replaced by the catch (204) of the present invention. INDUSTRIAL APPLICABILITY The way in which the track-mounted ride powered by compressed gas is capable of exploitation in industry and the way in which the track-mounted ride powered by compressed gas can be made and used are obvious from the description and the nature of the track-mounted ride powered by compressed gas.

Claims: CLAIMS I claim: 1. A track-mounted ride powered by compressed gas, which comprises: a track (203) that does not enclose any vehicle (202) that is placed on the track (203); a vehicle (202) which travels on the track (203); and a means for accelerating the vehicle on the track. 2. The track-mounted ride powered by compressed gas as recited in claim, wherein: said means for accelerating the vehicle (202) on the track (203) is a Rod- containing TURBO DROP Accelerator having a catch (204) that releasably engages said vehicle (202) in order to transfer an accelerating force from the Rod-containing TURBO DROP Accelerator to said vehicle (202), said Rod- containing TURBO DROP Accelerator being maintained in fixed position relative to said track (203). 3. The track-mounted ride powered by compressed gas as recited in claim, further comprising: brakes (208) to stop the movement of the vehicle (202) on the track (203). 4. The track-mounted ride powered by compressed gas as recited in claim, wherein: said track (203) is a closed course. 5. The track-mounted ride powered by compressed gas as recited in claim, further comprising: brakes (208) to stop the movement of the vehicle (202) on the track (203). 6. The track-mounted ride powered by compressed gas as recited in claim, wherein: said means for accelerating the vehicle on the track is a TURBO DROP Accelerator having a catch (204) that releasably engages said vehicle (202) in order to transfer an accelerating force from the TURBO DROP Accelerator to said vehicle (202), said TURBO DROP Accelerator being maintained in fixed position relative to said track (203). 7. The track-mounted ride powered by compressed gas as recited in claim, further comprising: brakes (208) to stop the movement of the vehicle (202) on the track (203). 8. The track-mounted ride powered by compressed gas as recited in claim, wherein: said track (203) is a closed course. 9. The track-mounted ride powered by compressed gas as recited in claim, further comprising: brakes (208) to stop the movement of the vehicle (202) on the track (203). 10. The track-mounted ride powered by compressed gas as recited in claim, wherein: said means for accelerating the vehicle (202) on the track (203) is a Gas- based SPACE SHOT Accelerator having a catch (204) that releasably engages said vehicle (202) in order to transfer an accelerating force from the Gas-based SPACE SHOT Accelerator to said vehicle (202), said Gas-based SPACE SHOT Accelerator being maintained in fixed position relative to said track (203). 11. The track-mounted ride powered by compressed gas as recited in claim0, further comprising: brakes (208) to stop the movement of the vehicle (202) on the track (203). 12. The track-mounted ride powered by compressed gas as recited in claim0, wherein: said track (203) is a closed course. 13. The track-mounted ride powered by compressed gas as recited in claim2, further comprising: brakes (208) to stop the movement of the vehicle (202) on the track (203). 14. The track-mounted ride powered by compressed gas as recited in claim, wherein: said means for accelerating the vehicle on the track (203) is a Pneumatic SPACE SHOT Accelerator having a catch (204) that releasably engages said vehicle (202) in order to transfer an accelerating force from the SPACE SHOT Accelerator to said vehicle (202), said Pneumatic SPACE SHOT Accelerator being maintained in fixed position relative to said track (203). 15. The track-mounted ride powered by compressed gas as recited in claim , further comprising: brakes (208) to stop the movement of the vehicle (202) on the track (203). 16. The track-mounted ride powered by compressed gas as recited in claim4, wherein: said track (203) is a closed course. 17. The track-mounted ride powered by compressed gas as recited in claim 6, further comprising: brakes (208) to stop the movement of the vehicle (202) on the track (203). 18. The track-mounted ride powered by compressed gas as recited in claim , wherein: said means for accelerating the vehicle (202) on the track (203) comprises a tube (301) having a closed first end (303) and an open second end (302); a source (304) of compressed gas; and a valve (307) connected to, and communicating with, both said source (304) of compressed gas and said tube (301), near the closed first end (303) of said tube (301); and wherein: said vehicle (202) has a shield (306) near the rear (305) of said vehicle (202), which shield (306) has a cross section that is shaped approximately the same as the cross section of the said tube (301) but that is slightly smaller than the cross section of said tube (301) so that, as compressed gas is injected through said valve (307), the injected compressed gas expands and forces the vehicle (202) toward and through the open second end (302) of said tube (301). 19. The track-mounted ride powered by compressed gas as recited in claim 18, wherein: said track (203) is an open course that curves from horizontal to vertical. 20. The track-mounted ride powered by compressed gas as recited in claim 19, further comprising: valves (408) in the wall (409) of said tube (301, 401) so that as said vehicle (202) re-enters the open second end (302, 402) of said tube (301, 401), the rate of deceleration caused by the shield's (306) compressing air is controlled by the amount of air which said valves (408) permit to leave the tube. 21. A track-mounted ride powered by compressed gas, which comprises: a track (203) that does not enclose any vehicle (202) that is placed on the track (203); a vehicle (202) which travels on the track (203); and a means for providing an initial acceleration to the vehicle on the track.

Inventors: CHECKETTS STANLEY J, CHECKETTS, STANLEY, J.
Applicants: CHECKETTS STANLEY J, CHECKETTS, STANLEY, J.
Application year: 2000
Main classification: A63G1
IPC codes: A63G7, A63G21, B61B12, B61B13