Abstract:
A motion-based system includes one or more passenger units, gimbaled about three axes, movably attached to arms or slots in a planar system extending radially from a central hub. The passenger units may be positioned along the arms any distance from the central hub thereby providing means for varying forces to be exerted thereon while maintaining a constant rotational speed. The mobile passenger units further provide means for loading and unloading subjects during operation of the system. The means includes passenger units being moved to the central hub location where they are disengaged from the rotating system and safely loaded and unloaded. Computers control the rotational speed of the system and the movements of the passenger units about at least three axes based on inputted or real-time data. The data can simulate real events, be arbitrarily developed or be based on real time events. The motion-based system has both training and amusement purposes.

Description:
FIELD OF INVENTION 
     The present invention relates to a three-dimensional motion based system. Passenger units are gimbaled to provide three dimensions of motion. Moreover, multiple passenger units are movably spaced from a central hub for creating distinct forces related to both a rotational speed of the motion based system and the position of passenger units from a central hub. 
     BACKGROUND 
     Apparatuses and systems designed to create G-forces, rotational forces, centripetal forces, etc., are represented in the patent literature. Such systems are used to subject individuals to various forces for entertainment and/or training purposes. Training purposes include testing a pilot&#39;s capacity to endure certain forces which will be experienced during actual aerial maneuvers. However, the previous apparatuses and systems suffer from several drawbacks as set forth below. 
     U.S. Pat. No. 4,710,128 (“the &#39;128 patent”) to Wachsmuth et al., discloses a flight simulator gimbaled about three axes, namely pitch, roll and yaw. The simulator describes a single cockpit, in the form of a pod, attached to an extended arm and rotated about a centrally located planetary drive assembly. A remote computer and an on-board computer independently, or in communication, control the rotation of the cockpit about the three axes. Other than its ability to produce only limited centripetal forces, the disclosed simulator includes only one cockpit requiring various rotational speeds to produce varying magnitudes of forces. Therefore, the motor is required to endure a heavy workload. Moreover, the device must be routinely stopped to unload and load new subjects. 
     U.S. Pat. No. 6,042,382 (“the &#39;382 patent”) to Halfhill discloses a multi-pod apparatus capable of creating sustained centripetal forces. The entertainment device of the &#39;382 patent only involves two dimensions of motion. As with the &#39;128 patent, the Halfhill device provides limited centripetal forces and requires various rotational speeds to create varying magnitudes of forces. Similarly, the apparatus must be stopped to unload and load new passengers. 
     The present invention overcomes the deficiencies of the prior art by providing a system having multiple passenger units that may be unloaded and loaded while the system remains in motion. Moreover, radial adjustability of the passenger units, and its one or more passengers, provides means for subjecting passengers to varying forces related to the unit&#39;s distance from a central hub location while the system maintains a constant rotational speed. It is also possible to create large sustainable G-forces. 
     SUMMARY 
     While objects of the present invention are numerous, several are listed herein for reference. 
     An object of the present invention is to provide a training and/or entertainment system, having multiple passenger units, for subjecting passengers to sustainable G-forces and related forces. 
     Another object of the present invention is to provide a system capable of being loaded and unloaded with subjects while the system remains in motion such that a majority of the passenger units experience continued forces while one or more units are being unloaded and loaded. 
     Another object of the present invention is to provide a system, having multiple passenger units, wherein distinct units may experience different forces while the system maintains a constant rotational speed. 
     Yet another object of the present invention is to provide a system having a modular design thereby reducing costs and simplifying repairs. 
     Other objects of the invention will become evident based on the description and claims following herein. An embodiment of the present invention accomplishes its desired objects by movably attaching multiple passenger units to one or more radially extending arms of a motor driven hub. Each passenger unit is gimbaled on three independently-controlled axes, namely pitch, roll and yaw. Each gimbaled unit is movable such that the units may be re-positioned at any time, including during system operation. 
     The re-positioning of the units provides means for the units to be advanced to a central hub of the rotational system. Once a passenger unit is advanced to the central hub, it is disengaged, by means of a clutch system, from the rotational system. While the rotational system continues to operate, the disengaged unit can be unloaded and loaded without affecting the other operating passenger units. In this manner, the rotational apparatus does not have to be stopped to allow new subjects to be loaded and unloaded. In addition, the units can be repositioned during operation thereby changing the forces “on the fly.” 
     A continuous system saves energy and decreases motor wear by eliminating the need to repeatedly accelerate the system from an idle position. Another advantage of the continuous motion is that the bulk of the momentum is constant resulting in overall increased system efficiency. The continuous system facilitates at least two key advancements. First, for the entertainment and amusement industries it facilitates increased passenger load and therefore increased revenue. Second, in the aviation and military industries it facilitates the ability to change pilots for one simulated flight, such as a short duration flight, while allowing other pilots to continue longer simulated flights without interruption. 
     In one embodiment radial support arms are formed of multiple segments each capable of supporting one or more passenger units. The segmented arm then rotates about a longitudinal axis of the arm so that a selected segment is aligned properly for loading and unloading. This embodiment provides for a maximum number of passenger units. 
     As referenced above, another benefit to the design of the present invention is that the passenger units, and therefore passengers, can be subjected to different forces even though the rotational system operates at a constant rotational speed. Centripetal force is a function of mass (m), velocity (v) and the radius (r) of a curved path being traversed as determined by the equation Centripetal Force=mv 2 /r. Therefore, even though the rotational speed of the apparatus remains constant, the centripetal force can be changed by varying the value of the radius. According to the formula, a passenger attached to a radially extending arm unit 20 feet from a center-point (i.e., r=20 feet) is subjected to a greater centripetal force, assuming an equal velocity, than a second passenger unit attached to the same arm 10 feet (i.e., r=10 feet) from a center-point. Although the centripetal force is inversely related to the radius, it is more influenced by its relation to the square of the velocity. Both units travel a full circle of 360° in the same amount of time so that the passenger unit located at a distance of 20 feet from a center point will travel much farther, and therefore faster, than the passenger unit located at 10 feet from a center point. Therefore, by varying the position of the passenger units, the centripetal forces can be varied while holding the speed of the rotational system constant. 
     The constant rotational system again facilitates at least two key advancements. First, in the entertainment and amusement industries each passenger unit is able to simulate a different experience such that passengers may choose between simulations. Therefore, a single motion-based system can simulate an entire amusement park of rides. Second, in the aviation and military industries a single motion-based system provides means for multiple pilots to experience varying simulations simultaneously. Such a system can utilize computers to generate simulated flight training or the system may facilitate a real time interface between a physical aircraft and the pilot. For example, the interface may allow a pilot to control one or more Unmanned Arial Vehicles (UAVs). The system allows the pilot to experience the forces associated with actual flight. In other words, the pilot experiences the “seat of the pants” feel associated with the actual piloting an aircraft. Such flight control also allows a pilot to control a missile type weapon. The system also facilitates a scaled experience between a pilot&#39;s physical limits and an aircraft&#39;s limits thereby providing enhanced feedback related to the aircraft&#39;s performance envelope. Thus, a pilot can control an aircraft beyond the pilot&#39;s limits but within the structural limits of the aircraft. 
     A system practicing the present invention may have four arms with one passenger unit attached to each arm. However, it is envisioned that more complex systems may include 8 rotating arms having multiple passenger units per arm. In addition, multiple independent levels may provide even more versatility. In any case, the benefits of the present invention can be realized in any system regardless of its complexity. 
     The entire system is modular in design such that a current system can be modified quickly and relatively easily to form a more simple or more complex system. Additional arms may be retro-fitted to a simple system or removed from a complex system thereby creating the desired system configuration to address the immediate needs of a system operator. As described below, the passenger units can be attached and removed at the convenience of the system operator. Depending on their weight, a small crane may facilitate the movement of the passenger units. 
     The system described herein can be controlled by one or more computers in communication with the rotating system and the individual passenger units thereon. In an alternative embodiment, a real time interface is provided between remote sensors on a vehicle being simulated. There is a simple relationship between acquired data (real time or stored) such as roll, pitch and yaw and g-force experienced by a vehicle and the radial position of a corresponding passenger unit. The simple relationship provides quick recording and translation of simulated data and requires no more than four accelerometers, in communication with a recording apparatus, to be attached to a subject vehicle. 
     In a first embodiment, pitch, roll and yaw measurements, along with speed, acceleration and G-forces, based on true flight data are inputted and stored in computer memory means. The data is then used by the computer to simulate the true conditions in one or more of the passenger units. In this embodiment, the system may be used to test pilots for their capacity to endure flight conditions and specific G-forces associated therewith. In another aspect of the present invention, motion data can be developed independent of true flights and simulated by the system. Such developed data is useful for creating severe flight conditions that may cause an actual aircraft to fail. Therefore, by way of example, pilots can be safely tested for ejection procedures under simulated conditions which, in practice, would cause aircraft failure. 
     In another embodiment, the system is used for entertainment purposes. For example, actual data, namely speed, acceleration, direction and G-forces, from an actual roller coaster can be inputted and stored by the one or more computers to provide passengers with a realistic thrill-ride experience. The entertainment possibilities are only limited by passengers&#39; threshold for enduring the various applied forces. The present invention allows different passenger units to experience different roller coaster re-creations or simulations during a single operation of the system. 
     Both the training and entertainment embodiments are rendered more practical and efficient by the modular design, multiple passenger units, ability to load and unload passenger units during operation, constant rotational speed of the system and means for creating various simulations under the same operational conditions. 
     All embodiments of the present invention replicate G-forces far more accurately than the industry standard for motion base platforms as set by the Walt Disney Corporation. Such is true for military and entertainment applications. This standard is based upon the human body&#39;s ability to sense changes in acceleration. Thus, a person inside a motion base system pursuant to the embodiments of the present invention is unable to feel any difference between the simulator and a live event being simulated. In other words, the live event, including every nuance, may be simulated. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a first perspective view of one embodiment of the present invention having four arms each for supporting one or more passenger units; 
         FIG. 2  is a second perspective view of one embodiment of the present invention having four arms each for supporting one or more passenger units; 
         FIG. 3  is a top view of one embodiment of the present invention illustrating several passenger units advanced to a central hub for loading and unloading; 
         FIG. 3A  is a top view of an alternative embodiment of the present invention illustrating several passenger units advanced to a central hub for loading and unloading; 
         FIG. 4  is a side view of one embodiment of the present invention having a passenger unit on a top and bottom of each arm; 
         FIG. 5  is a side view of one embodiment of the present invention supporting 32 total passenger units; 
         FIG. 5A  is a side view of an alternative embodiment of the present invention supporting 32 total passenger units; 
         FIG. 6  is a perspective view of an alternative embodiment of the present invention; 
         FIG. 7  is an exploded view of the alternative embodiment shown in  FIG. 6 ; 
         FIG. 8  is a side view of a system accessible from below; 
         FIG. 9  is a top view of another alternative embodiment of the present invention; 
         FIG. 10  is a perspective top view of the alternative embodiment shown in  FIG. 9 ; 
         FIG. 11  is a block diagram of a central computer system in communication with a rotating device having individual passenger units; 
         FIG. 12  is a block diagram of a central computer in communication with the rotating apparatus and local computers assigned to one or more passenger units. 
     
    
    
     DETAILED DESCRIPTION 
     As shown in  FIGS. 1 and 2 , a four armed system is generally designated with the numeral  25 . The system  25  includes four arms  30  each for supporting one or more spherical passenger units  35 . A passenger area of each passenger unit  35  contains passenger seats and other features, including video monitors and related items. It should be understood that the passenger units  35  can take various shapes and sizes without departing from the spirit and scope of the present invention. Each passenger unit  35  is gimbaled about three axes by three independent control frames  40   a ,  40   b  and  40   c . In turn, the control frames  40   a ,  40   b  and  40   c  are in communication with, and respond to commands from, one or more system computers. One or more system motors or drive mechanisms (not shown) drive the arms  30  and related support devices as required. 
     While  FIGS. 1 and 2  show four arms  30 , it should be understood that more or less than four arms are possible. For example, six arms may be used as long as the passenger units  35  are spaced accordingly. Also, with the use of a counter balance, the use of a single arm is possible. As illustrated in  FIGS. 1 and 2 , each arm  30  comprises three sections  30 - 1  through  30 - 3 . Depending on the design, the arms  30  may comprise more or less than three sections. Arm sections  30 - 1 ,  30 - 2  and  30 - 3  are supported by an outer ring  60 , clutch ring  65  and inner ring  70 , respectively. 
     In  FIGS. 1 and 2 , the passenger units  35  are movably attached to the arms  30  by means of carriages  45  which engage and traverse along said arms  30 . Wheels  48  within said carriages  45  engage arm channels  53 - 1  through  53 - 3 . The carriages  45  include motors (not shown) which provide the ability to traverse along said arms  30  as needed. Alternative means for controlling the carriages  45  are also conceivable. An integrated locking mechanism permits the passenger units  35  to be secured at any position along the length of the arms  30 . One alternative embodiment comprises passenger units  35  supported by a wheeled base which traverses within a system of tracks (shown in  FIGS. 6 &amp; 7 ). 
       FIG. 3  shows an eight arm system having several passenger units  35  advanced to a central hub  50  for loading and unloading. As shown, a total of eight passenger units  35  may be positioned at the central hub  50 . While each arm  30  may support one passenger unit  35 , it is also possible that some arms  30  may support more than one passenger unit  35  at a time. The clutch system allows multiple passenger units  35  supported by a single arm  30  to be advanced to the central hub  50 .  FIG. 3A  shows an alternative embodiment wherein each arm  30  may support two or more passenger units  35  which may each be advanced to the central hub  50  using the extra arm sections  30 - 2  and  30 - 3 .  FIG. 4  shows a side view of a system  25  wherein passenger units  35  are positioned on a top and bottom of an arm  30 . 
     Ideally, the loading and unloading of the passenger units  35  is accomplished while components of the system  25  continue to operate. That is, specific passenger units  35  may be advanced to the central hub  50 , unloaded, loaded and re-positioned along a specific arm  30  while components, namely the outer ring  60  and clutch ring  65 , of the system  25  remain in motion. This eliminates the requirement to stop the system and re-start the system each time passengers need to be loaded and/or unloaded. 
     In a first embodiment, an outer ring  60  is driven at a constant rotational speed. A clutch ring  65 , positioned between the outer ring  60  and inner stationary ring  70 , provides a means for loading and unloading passengers during constant rotation of the outer ring  60 . The clutch ring  65  is controlled independently of the outer ring  60  such that, during loading and unloading, the clutch ring  60  is accelerated to generally match the rotational speed of the outer ring  60 . The passenger unit  35  is then traversed along its supporting arm section  30 - 1  to a position adjacent to the clutch ring  65 . The clutch ring  65  is then accelerated or decelerated until arm section  30 - 2  aligns with one of the arm sections  30 - 1  supporting the passenger unit  35  to be advanced to the central hub  50 . Once arm section  30 - 2  is aligned with the arm section  30 - 1 , the guide carriage  45  is free to traverse to arm section  30 - 2 . Then, the clutch ring  65  is slowed to a stop such that arm section  30 - 2  is aligned with a stationary arm section  30 - 3  supported by the inner ring  70 . Thereafter, the guide carriage  45  traverses onto arm section  30 - 3  so that passengers may be unloaded and new passengers may be loaded while the outer ring  60  and clutch ring  65  continue to rotate. In this manner, the outer ring  60  is constantly in motion. Thus, there is no down time associated with the system  25 . 
     Once new passengers are loaded, the carriage  45  is traversed to the arm section  30 - 2  supported by said clutch ring  65 . The clutch ring  65  is again accelerated to a rotational speed generally matching that of the outer ring  60  until the arm section  30 - 2  is aligned with arm section  30 - 1 . The carriage  45  then traverses from the clutch ring  60  to a predetermined position along arm section  30 - 1 . A system of sensors (not shown) or the like facilitate the alignment of the arm sections  30 - 1  through  30 - 3 . 
       FIG. 5  illustrates a clutch system utilizing eight arms  30  and thirty-two passenger units  35 .  FIG. 5A  shows a non-clutch system with passenger units  35  attached to the top and bottom of the arms  30 . Ideally, with a multi-level system, adjacent levels rotate in opposite directions to eliminate (even number of levels) or reduce (odd number of levels) the torque created relative to the support base by the rotating masses. 
       FIGS. 6 and 7  show an alternative embodiment, comprising a plurality of tracks  75 - 1  through  75 - 3  integrated in a series of planar platforms  85 - 95 . The tracks  75 - 1  through  75 - 3  restrain a wheeled base unit  88  supporting each passenger unit  35 . In the track embodiment, there is an outer platform  85 , clutch platform  90  and inner stationary platform  95 . Loading and unloading is accomplished as set forth above. That is, the clutch platform  90  is accelerated to generally match the speed of the outer platform  85  such that a passenger unit  35  may traverse from the outer platform  85  to the clutch platform  90 . Then, once the track  75 - 2  in the clutch platform  90  aligns with a track  75 - 3  in the stationary platform  95 , the clutch platform  90  decelerates and stops. 
     While both the arm embodiment and track embodiment refer to a clutch system, each system may operate with continuous arms and continuous tracks integrated within a single planar platform. In other words, the passenger units  35  may be unloaded and loaded in a traditional fashion by advancing them to the central hub  50  and stopping the system  25 . Then, when loaded the passenger units  35  may be advanced along the arm accordingly. 
     The positioning of the units  35  and the speed of the outer ring  60 , clutch ring  65 , outer platform  85  and clutch platform  90  are preferably controlled by computers comprising both hardware and software. Ideally, the motor driven outer ring  60 , clutch ring  65 , outer plate  85  and clutch plate  90  communicate with, and respond to commands from, one or more computers. Sensors may be used to facilitate alignment of the arm sections  30 - 1  through  30 - 2  and tracks  75 - 1  through  75 - 3  during loading and unloading of the passenger units  35 . 
     While shown with one passenger unit  35  per arm  30 , multiple passenger units  35  may be spaced along a single arm  30  such that an inner most passenger unit is able to traverse to the clutch ring  65  for loading and unloading. Any outer passenger units  35  may then be re-positioned during activation. For a clutch based system, arms  30  may support two units  35 . In such an arrangement (as shown in  FIG. 4 ), there is one unit  35 - 1  on top of the arm  30  and one unit  35 - 2  on the bottom of the arm  30 . However, as shown in  FIGS. 3 and 3   a , providing additional arm sections  30 - 3  or tracks  75 - 3  on the inner ring  70  and inner platform  85  make it is possible to traverse multiple passenger units  35  from a single arm  30  or track  75  to the central hub  50  for loading and unloading. 
     Two situations compel moving the passenger units  35  along the arms  30 . First, moving the passenger units  35  radially outward and inward along arms  30  alters the forces acting upon the passenger units  35  and corresponding passengers during operation of the system  25 . Second, moving a passenger unit  35  to the clutch ring  65  provides a means, as described above, for unloading and loading passengers during operation of the system  25 . 
     As shown in  FIGS. 2 ,  5 ,  5 A and  8 , in one embodiment passengers access the loading and unloading central hub  50  by ascending stairs  97  or riding an elevator integrated within a central tower  100  around which the system  25  operates. Alternatively, as shown in  FIG. 8 , a walkway  105  provided above the system  25  allows passengers to descend stairs  97  or ride an elevator to the central hub  50 . Once passengers reach the central hub  50 , they enter and are secured into one of the passenger units  35 . Thereafter, the passenger unit  35  is traversed to arm section  30 - 2  supported by the clutch ring  65 . The clutch ring  65  is then accelerated to generally match the speed of the outer ring  60  so that the arm section  30 - 2  aligns with the desired arm section  30 - 1  supported by said outer ring  60 . The passenger unit  35  is then traversed and positioned along the length of the arm section  30 - 1  accordingly. Alternatively, the passenger unit  35  is traversed to track  75 - 2  supported by clutch platform  90  and then track  75 - 3  where it is positioned accordingly. 
     Operation of the system  25  is controlled by one or more computers in communication with a first motor which drives the outer ring  60 . The first motor may be positioned beneath the inner stationary ring  70 . A second motor located between the clutch ring  65  and outer ring  60  is used to drive the clutch ring  65 . This allows for independent control of the clutch ring  65  allowing it to stop and properly align with the inner ring  70  thereby allowing the second motor to act as a generator. Accelerating the clutch ring  65  to match the speed of the outer ring  60  requires stoppage of the second motor but does not require additional electricity. Alternatively, the clutch ring  65  is driven by a separate second motor positioned beneath the inner stationary ring  70 . Preferably, the rotational speed of the outer ring  60  is held constant. A constant rotational speed implies that the forces on the passenger units  35  be dictated by changing moment arm measured from the central hub  50  to the specific passenger unit  35 . It is well understood that the centripetal forces experienced by a mass increase as the length of the moment arm increases and the rotational speed is held constant. By placing multiple passenger units  35  at varying distances from the central hub  50  the forces experienced by each unit  35  will be different even though the rotational speed of the outer ring  60  remains constant. In other words, a passenger seated in a unit  35  very near the central hub  50  will be acted on by much less centripetal force than a passenger in a unit  35  placed a greater distance from the central hub  50 . The same computer arrangement controls the track embodiment as well. 
       FIG. 9  is a top view of another embodiment wherein each arm  120  comprises a plurality of segments  125 , each designed to support one or more passenger units  35 . In this embodiment, each arm  120  is capable of rotating along its length so that each arm  120  supports more passenger units  35  than the previous embodiments. In this manner each arm  120  may be rotated to align a selected segment  125  with a clutch ring  65  thereby allowing a selected passenger unit  35  to advance to the central hub  50 . In  FIG. 9  the segments  125  each have an I-beam cross-section permitting the passenger units  35  to connect thereto. It is also contemplated that the segments  125  may have different cross-sections.  FIG. 10  illustrates a perspective top view of the segmented embodiment. 
       FIG. 11  illustrates a block diagram detailing a first embodiment of a communication link between the system  25  and a central computer  150 . Initially, data  152  is inputted through input means  155  and stored in memory means  160  of the computer  150 . The input means  155  can be a keyboard, CD-ROM drive, floppy disk drive, network download, online connection, etc. Further, the memory means  160  can be selected from a myriad of memory devices, including CD-ROM drives, hard drives, magnetic tape, etc. The stored data  152  can be true data or simulated data as described above. Recording true simulation data is very simple since it only involves a direct translation of actual recorded forces. Moreover, more than one true or simulated scenario may be inputted such that different passenger units  35 - 1  through  35 -N are acted upon differently under the same operational conditions (i.e., system rotational speed). 
     A microprocessor  165  of the central computer  150  processes the inputted data  152  and determines the parameters necessary to re-create the forces corresponding to the data  152 . As indicated previously, individual passenger units  35 - 1  through  35 -N experience different forces by varying their moment arm. The central computer  150  determines the required moment arms corresponding to the inputted data  152  and accordingly positions the passenger units  35  radially along the arms  30 . Thereafter, the central computer  150  controls the movement of the passenger units  35  about their gimbaled axes such that each passenger unit  35 - 1  through  35 -N experiences the forces corresponding to the inputted and stored data  152  associated with the one or more scenarios. The central computer also controls the loading and unloading of the passenger units  35 . In other words, the computer  150  ensures the arm sections  30 - 1  through  30 - 3  and tracks  75 - 1  through  75 - 3  of each arm  35 - 1  through  35 -N are aligned for traversing the passenger units  35 - 1  through  35 -N to and from the central hub  50 . Thus, the computer  150  is in communication with the alignment sensors or similar devices used for aligning the arm sections  30 - 1  through  30 - 3  or tracks  75 - 1  through  75 - 3 . The communications between the central computer  150  and the passenger units  35 - 1  through  35 -N and sensors may be via hard wiring or wireless technology. 
       FIG. 12  illustrates an alternative embodiment utilizing the central computer  150  linked to local computers  170 - 1  through  170 -N corresponding to each passenger unit  35 . In this embodiment, the local computers  170 - 1  through  170 -N each include their own memory means  175 - 1  through  175 -N and may include individual input means. Ideally, data  152  is still inputted to the central computer  150  which determines the parameters necessary to re-create the forces corresponding to the data  152 . Thereafter, the parameters or data  152 - 1  through  152 -N are communicated to the local computers  170 - 1  through  170 -N as required. Once the parameters are communicated to the local computers  170 - 1  through  170 -N, the local computers  170 - 1  through  170 -N are available to control the movement of the passenger units  35 - 1  through  35 -N about their gimbaled axes such that each passenger unit  35 - 1  through  35 -N experiences the forces corresponding to the inputted and stored data  152 - 1  through  152 -N associated with the one or more scenarios. The communication between the central computer  150  and the local computers  170 - 1  through  170 -N can be implemented through physical lines or wireless technology. 
     The central computer  150  continues to instruct the motors with respect to driving the outer ring  60  or outer platform  90  at a constant rotational speed. This alternative networked embodiment removes a portion of the work required of the central computer  150  and transfers the work to the local computers  170 - 1  through  170 - n . For example, the local computers  170 - 1  through  170 - n  now control the movement of the passenger units  35  such that the central computer  150  acts more as an input and calculation device. 
     To enhance the experience, other features may be implemented. For example, each passenger unit  35  may include a projection system. The projection system maybe a simple flat panel display mounted therein or a 360° curved display. In any arrangement, the projection system is designed to project an environment to the passengers. The projected environment may be live or simulated. For example, if the system  25  causes a subject passenger unit  35  to experience a roller coaster ride, the projected environment may be stored footage obtained from a front seat of the actual roller coaster. Another enhancement feature comprises a sound system for further providing a simulated or realistic environment corresponding to the forces applied to the subject passenger unit  35 . Inputs for the sound system may comprise a microphone located at a live location or stored sound associate with the visually projected environment. Yet another enhancement feature is the ability to controllably alter the temperature and smell inside the passenger units  35  and to create wind and spray water within the passenger units  35 . Any number of systems maybe used to create a realistic environment within the passenger units  35 . 
     Optionally, actuators may be attached to the passenger units  35  to optimize the position of the units  35  during large G-force changes or to provide sudden jarring motions. 
     Although the invention has been described in detail with reference to various embodiments, additional variations and modifications exist within the scope and spirit of the invention as described and defined in the following claims.