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

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This is a continuation of U.S. application Ser. No. 09/071,530, filed on May. 1, 1998, now abandoned. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     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. 
     2. Description of the Related 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 &amp; 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 U.S. Pat. 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 U.S. Pat. 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 U.S. Pat. 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, U.S. Pat. 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 U.S. Pat. No. 5,193,462, however, the participant is completely enclosed by the vehicle. Furthermore, no track is contemplated by the invention of U.S. Pat. No. 5,417,615. 
     SUMMARY OF THE 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 U.S. Pat. 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 U.S. Pat. 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 pending U.S. patent application Ser. No. 08/862,841, which application is owned by the present inventor, which application was filed on May 23, 1997, which application is hereby incorporated by reference, and which Device—for convenience—will herein be termed the “Gas-based SPACE SHOT Accelerator”; by the Device for Accelerating and Decelerating Objects of U.S. Pat. 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”. 
     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 U.S. Pat. No. 5,704,841. 
     It should be observed, however, that the inventions of U.S. Pat. No. 5,632,686, of pending application Ser. No. 08/862,841, and of U.S. Pat. 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. 
     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 U.S. Pat. No. 5,193,462. 
     Additionally, unlike the track of U.S. Pat. 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 
     FIG. 1 depicts a closed-course track with an accelerator that utilizes a catch to engage and accelerate the vehicle of the ride. 
     FIG. 2 illustrates the Rod-containing TURBO DROP Accelerator and the vehicle with a stop. 
     FIG. 3 is a cross-sectional view for the embodiment of FIG.  3 . 
     FIG. 4 portrays an open-course track with an accelerator that utilizes a catch to engage and accelerate the vehicle of the ride. 
     FIG. 5 shows an open-course track where a tube is used as the accelerator. 
     FIG. 6 illustrates details of a tube used as an accelerator. 
     FIG. 7 depicts the vehicle that is employed when a tube is utilized for the accelerator. 
     FIG. 8 provides a view of the details of a deceleration tube. 
     FIG. 9 portrays the TURBO DROP Accelerator. 
     FIG. 10 shows the Pneumatic SPACE SHOT Accelerator and the Gas-based SPACE SHOT Accelerator. 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
     As depicted in FIG. 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 FIG.  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. 
     The accelerator  201  may be placed in any orientation but is preferably horizontal in order to facilitate a participant&#39;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 FIG. 3, which minimize the possibility for bending of the rod  206 . 
     The supports  205  may be placed only inside the housing  1  or may be both inside and outside the housing  1 . 
     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 additinally either be an open course, as illustrated in FIG. 4, or a closed course, as depicted in FIG. 1, but is preferably a closed course. 
     Also as discussed above and as portrayed in FIG. 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. 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 FIG. 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  302  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 FIG. 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 FIG. 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 FIG.  2  and FIG.  4 . 
     The cable  9 , the first pulley  14 , the second pulley  15 , and the carrier  16  are eliminated. The second aperture  6  is closed. A first end  212  of the rod  206  is attached to the side  10  of the piston  3  which is nearer the first end  5  of the housing  1 . The rod  206  then passes through the first aperture  4  before being attached to the catch  204 . 
     First input valve  19  and second input valve  20  can be operated so that the vehicle  202  will be accelerated either when the rod  206  is pushed farther out of the housing  1 , because gas has been rapidly injected through second input valve  20 , or when the rod  206  is pulled farther into the housing  1 , because has been rapidly injected through first input valve  19 . The rod  206  and catch  204  can be returned to their initial positions by relatively slowly injected air through the input valve  19  or  20  that was not used to accelerate the vehicle  202 . 
     Finally, FIG. 9 illustrates the TURBO DROP Accelerator, utilizing the numbers for identifying elements that are employed in U.S. Pat. No. 5,704,841, except for the catch  204 . And, since the physical structure of both is identical, FIG. 10 depicts both the Pneumatic SPACE SHOT Accelerator and the Gas-based SPACE SHOT Accelerator, utilizing the numbers for identifying elements that are employed in U.S. Pat. No. 5,632,686 and U.S. patent application Ser. No. 08/862,841, except for the catch  204 .