Abstract:
A carriage assembly for mounting to a track following a curvilinear path, said assembly comprising a trolley mountable to said track through a track engagement assembly, an orientation of the trolley varying with an orientation of the track; a carriage rotationally mounted to the trolley, such that the carriage is free to rotate about two axes relative to the trolley, wherein rotation about the two axes maintains the carriage in a horizontal orientation independent of the orientation of the track.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application is a 35 U.S.C. 371 national phase application of International Application No. PCT/SG2006/000132, filed May 26, 2006, which International Application was published by the International Bureau in English on Dec. 6, 2007, and which is incorporated herein by reference in its entirety. 
     FIELD OF INVENTION 
     The invention relates to amusement rides involving the loading of passengers within carriages which ascend and descend slowly. In particular, the invention relates to those amusement rides intended to provide moving observation platforms such as Ferris Wheels and theme park rotary viewing towers. 
     BACKGROUND 
     Amusement rides may fall into several broad categories. These include thrill rides whereby passengers are accelerated and decelerated at relatively high rates and subjected to varying degrees of disorientation for instance, roller coasters. A further category includes rides which act as moving observation platforms, with the classical description including the category of Ferris Wheels. In this category, the speeds at which the occupants are moved are far gentler and are generally intended to provide scenic views during the ride as against an adrenaline induced experience, as with roller coasters. 
     By their nature, viewing platform rides provide an acceptable field of view lateral to the plane of the ride, but for a significant duration of the ride, provide an obscured field of view within the plane of the ride. Further, where the carriages of the ride are of a more extensive size, such as to carry more than five people, the seating arrangements for an individual occupant may be such that the field of view is further obscured. 
     Further still, the occupant&#39;s field of view during the ride does not change in the horizontal direction, varying only in height as the carriage ascends. It follows that, for an extended duration, the occupant may become disinterested in the unchanging landscape and so detracting from the experience. 
     Economically, a factor in determining the popularity of such rides is the height of the ride. Against this must be balanced the significant construction costs, which lead to higher ticket prices. In order to maximize the appeal to the target audience, and so as to justify the higher price, an enhanced visual experience must be offered so as to differentiate the ride from other observation rides. 
     It would therefore be advantageous if such a ride could provide both an enhanced visual experience, whilst controlling the construction costs associated with the height of the ride. 
     STATEMENT OF INVENTION 
     In a first aspect the invention provides a carriage assembly for mounting to a track following a curvilinear path, said assembly comprising a trolley mountable to said track through a track engagement assembly, an orientation of the trolley varying with an orientation of the track; a carriage support rotationally mounted to the trolley, using a first rotational means, so as to permit rotation of the carriage support about a first axis relative to the trolley; a carriage rotationally mounted to the carriage support, using a second rotational means, so as to permit rotation of the carriage about a second axis relative to the carriage support, wherein rotation about the first and second axis maintains the carriage in an horizontal orientation independent of the orientation of the track. 
     In a second aspect, the invention provides an amusement ride comprising a curvilinear track; a plurality of carriage assemblies in movable engagement with said track, said carriage assemblies being in spaced relation to each along said track; a drive means for driving the plurality of carriages about the track whilst maintaining the movable engagement; said track defining a helical path about a longitudinal axis of the track such that the carriages, when driven along the track follow the helical path. In a third aspect, the invention provides a carriage assembly for mounting to a track following a curvilinear path, said assembly comprising a trolley mountable to said track through a track engagement assembly, an orientation of the trolley varying with an orientation of the track; a carriage rotationally mounted to the trolley, such that the carriage is free to rotate about two axes relative to the trolley, wherein rotation about the two axes maintains the carriage in an horizontal orientation independent of the orientation of the track. 
     In a third aspect, the invention provides A carriage assembly for mounting to a track following a curvilinear path, said assembly comprising a trolley mountable to said track through a track engagement assembly, an orientation of the trolley varying with an orientation of the track; a carriage rotationally mounted to the trolley, such that the carriage is free to rotate about two axes relative to the trolley, wherein rotation about the two axes maintains the carriage in a horizontal orientation independent of the orientation of the track. 
     Thus, the invention provides for the carriage to move about multiple axes and thus shift the position of each occupant&#39;s field of view throughout the duration of the ride. In so doing, instead of limiting the field of view, in fact, the occupant will maintain a continually shifting field of view in a range of different directions. 
     In differentiating the ride from the “thrill” rides as previously described, the invention aims to maintain the horizontal orientation of the carriage, such that an occupant sitting or standing within the carriage is not subjected to disorientation detract from the principle of the ride. In defining the term “horizontal”, it is intended that the floor of the cabin of the carriage is level such that an occupant may stand comfortably and not feel unstable due to the motion of the carriage. 
     Further, by permitting the carriage to rotate about two axes, independent of the track, the occupants of the carriage will have a continuously changing field of view for the duration of the ride. This dynamic view will be considerably more interesting than the unchanging field of view of the conventional Ferris Wheel, and so enhancing the visual experience without increasing the height of the ride. 
     To further differentiate this ride from roller-coaster type ride reference is made to that shown in U.S. Pat. No. 4,170,943, the contents of which are incorporated. It will be noted that in this case the ride provides a multiple axis assembly. However, the assembly is incapable of maintaining the carriage in a stable horizontal orientation. In fact the ride is intended to disorient the occupants by shifting the orientation of the carriage as it follows a curved linear path. Whilst achieving the result of an adrenaline-induced ride, it does not provide scope for a stable viewing platform that is required of the present invention. In fact, the double axis arrangement of U.S. Pat. No. 4,170,943 could not be used for the intended purpose of the invention. 
     In a preferred embodiment, the first rotational means may include means to control the rotation between the trolley and carriage support. This may be particular advantageous to ensure the relative rotation does not lead to hazardous, or unappealing movement of the carriage in high winds or other external force. This control may be through dampening the rotation, adding superfluous gearing so as to increase the inertia required to cause free rotation, or more active control such as a motor or the like that may add a balancing force against the unwanted rotation. Such active control may require sensors, such as accelerometers and a central control unit that may sense the acceleration and either apply the force indiscriminately, or apply adequate force sufficient to balance the rotation. 
     In a preferred embodiment, the criteria to activate control may include rotational acceleration, rotational displacement from the horizontal orientation or rotational speed. 
     In a preferred embodiment, the second rotational means may be arranged such that the under the influence of gravity, the carriage is biased to the horizontal orientation. 
     In a preferred embodiment, the carriage support may include a yoke having a pair of coupling arms, said carriage coupled between the coupling arms through the second rotational means. In a more preferred embodiment, the second rotational means may further include a pair of pivot assemblies mounted adjacent to ends of each coupling arm. 
     In a further preferred embodiment, the pivot assemblies may each comprise an axle engaged with a bearing assembly, said pivot assemblies being in communication with a rotational damping device. 
     In an alternative embodiment, the carriage support may include a two or more arcuate members or rings, which at least partially encircle the carriage, such that the carriage within the rings can rotate about the second axis. Further, the rings may include rails to match with rails or runners on the carriage to permit controlled relative movement about the second axis. n a still further embodiment, the rings and/or runners of the carriage may be powered to control rotation of the carriage. 
     In a preferred embodiment, the track may comprise a structural element having a curvilinear shape. Further, the curvilinear shape may define a helical path about a longitudinal axis of the track. 
     Further still, the track may have an overall shape, either closed or open. Said closed shape may be a circle or ellipse. An open shape may include a parabola. Alternatively, the track may have a more complex amorphous shape, defined by the overall requirements of the ride. 
     In a preferred embodiment, the angular path followed by the helical path may be a multiple of 180°. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
       It will be convenient to further describe the present invention with respect to the accompanying drawings which illustrate possible arrangements of the invention. Other arrangements of the invention are possible and consequently the particularity of the accompanying drawings is not to be understood as superseding the generality of the preceding description of the invention. 
         FIG. 1  is an isometric view of the amusement ride according to one embodiment of the present invention; 
         FIG. 2  is a detail view of the amusement ride of  FIG. 1 ; 
         FIG. 3  is an isometric view of a carriage according to a further embodiment of the present invention; 
         FIG. 4A  is an isometric view of a carriage according to further fourth embodiment of the present invention; 
         FIG. 4B  is an exploded view of the carriage of  FIG. 4A ; 
         FIG. 5A  is a detail view of the second rotational means according to a further embodiment of the present invention; 
         FIG. 5B  is a sectional elevation view of the second rotational means of  FIG. 5A ; 
         FIG. 6A  is an isometric view of the drive system according to a further embodiment of the present invention; 
         FIG. 6B  is a front elevation view of the drive system of  FIG. 6A ; 
         FIG. 7  is an exploded view of the first rotational means according to a further embodiment of the present invention. 
     
    
    
     DESCRIPTION OF PREFERRED EMBODIMENT 
     The amusement ride  101  according to one embodiment of the present invention may be realised as a structure  101  comprising a large diameter circle  105  incorporating a track about which a carriage  110  may travel along. More particularly the structure  101  may follow a helical path about a longitudinal axis of the track which in this case of a closed loop  105 . To maximize the functionality of the wheel, several carriages  110  may be dispersed about the wheel  105  so as to continually provide paying customers with the desired ride. 
     To be described in more detail below, the intent of the invention is to provide an enhanced field of view for the occupants of each carriage  110  as it travels about the track  105 . Because of the helical nature of the track, however, it is necessary to maintain the carriage in a stable horizontal orientation such that an occupant may sit or stand without fear of falling or stumbling. Thus, the invention is differentiated from adrenalin-induced rides where maintaining a stable horizontal orientation is, in fact, a goal that is to be avoided. As an example but without seeking to limit the scope of the invention, an operational speed of a carriage whilst traversing the track, may be typically no greater than two meters per second and so avoiding excessive accelerations applied to the occupants. 
       FIG. 2  shows a detailed view of the ride as shown in  FIG. 1 . 
     Five carriages  301 ,  305 ,  310 ,  315 ,  320  are shown at various stages  302 ,  306 ,  309 ,  316 ,  321  along a portion of the track  105 . The helical path followed by the track  105  is more evident from the changing orientation of each of the carriages at the various stages along the track  105 . 
     To gain an appreciation for the movement of the carriages about the track  105 , a coordinate system  303  is provided as a means of identifying the location of the carriage going from one stage to the next. For instance, for the carriage  301  to move to the next stage  302  to  306  requires a rotation about the Y axis (Ry) so that the carriage is directed away from the Z (−) direction to the X (+) direction. Consequently moving to the next stage  306  to  309  requires a rotation of the carriage about the Z axis (Rz). As the carriage progresses to the next stage  309  to  316 , a further rotation about the Z axis (Rz) such that the carriage is now directed in the X (−) direction. And a still further movement to the next stage  316  to  321  requires a rotation about the Y axis (Ry) so as to now direct the carriage in the Z (+) direction. 
     It will be appreciated that the detail as shown in  FIG. 2  shows the upper portion only of the amusement ride and further rotation of the carriage from stage  321  through the lower half to stage  302  will result in a reverse rotation so as to match the position of carriage  301 . 
     In considering the rotation of the carriage, the means by which the carriage is able to rotate is yet to be discussed but will be shown below. Further no appreciation for the change in internal orientation of the carriage has been considered but it will be appreciated that whilst in stage  309  opposed sides of the carriage have an unrestricted view whereas going from stages  302 ,  306  to stages  316 ,  321  require a change in rotation such that one side will have an unrestricted view compared with the opposed side closest to the track, and that these positions will be swapped so as to share the available viewing access. 
       FIG. 3  shows one embodiment of the carriage  401  according to the present invention. Here the cabin  405  is substantially cylindrical in shape and is intended to hold in excess of 10 occupants, providing both standing and seated positions. The cabin  405  is bound by two arcuate members  410 A,B, or rings. There exists a rotational engagement between the rings  410 A,B and the cabin  405 , provided by complimentary rails between the rings and cabin. The complimentary rails form a 2 nd  rotational means permitting relative rotation  440  of the cabin within the rings about an axis  430 . 
     The rings  410 A,B further link the cabin to a trolley  422 . The trolley  422  includes a 1 st  rotational means  415 ,  420  being an intermeshed gear arrangement with an internal ring gear  415  mounted between the cabin  405  and an outer ring gear  420 , which is mounted to the trolley  422 . Thus, the cabin  405  is able to rotate 445 about an axis  435 , relative to the trolley  422 , via this gear arrangement  415 ,  420 . 
     The trolley  422  further includes a frame  455  separating the 1 st  rotational means  415 ,  420  from the track engagement portions  425 . In this embodiment, the track engagement portions  425  include four sets of rollers adapted to engage the track (not shown). The trolley may then be driven, such as by a chain, belt or other drive means about the track, with the cabin  405  able to rotate about the two axes  430 ,  435  to maintain the horizontal orientation. To control the rotation of the 1 st  and 2 nd  rotational means, said assemblies may include damping or rotational control devices. In this embodiment, the cabin/ring engagement may be in communication with a damping device, such as a rotational damper in parallel with the rings  410 A,B. The 1 st  rotational means, in this embodiment, includes the gear arrangement  415 ,  420  having two damping devices  450 A,B in contact with the inner ring gear  415 . As the rotational speed of the inner gear  415  increases, the effect is dampened through vanes rotating in a viscous liquid within the damping devices. The design of either of such damping devices will be a matter of routine for the skilled addressee. 
       FIGS. 4A and 4B  provide detail views of the carriage according to the embodiment shown in  FIGS. 1 and 2 . Here there is shown a carriage  501  comprising a cabin  505  down to the point of cradle  545 . The cradle is rotationally mounted to a yoke  510  through a pair of pivotal mounting points  540 . The axis  551  defining this pivotal mounting provides for a rotation  550 . 
     The yoke  510  is mounted upon a plate  515 , via a slew ring bearing assembly  521 , which is engaged with a further assembly  520 . The plate  515  and assembly  520  are mounted so as to be concentric with a perpendicular axis passing through this centre the cabin  505  define the axis of rotation  560  about which the yoke  510  will rotate. 
     This assembly  515 ,  520  is further mounted to a trolley which is in turn mounted through rail attachments brackets  525  to the track rail  530  of the track  527 . 
     Further defining the assembly of the carriage  501 , the exploded view shown in  FIG. 4B  shows the cradle  545  having rotational pins  565  which are insertable within rotational brackets  540 . 
     With reference to the track  527 , in this embodiment the track  527  comprises a pair of rails  530 A,  530 B mounted about a central spine  531  through periodic gusset plates  532  forming the track  527  into a continuous rigid structural member. 
       FIGS. 5A and 5B  show various views of the second rotational means  601  which is used to provide rotation of the cradle  545  about the yoke  510 . This is achieved by the cradle  545  having a pair of axles  565  projecting outwards and adapted to engage the rotational bracket  540  mounted to the yoke  510 . The axle  565  includes an elongate projection  620  which is inserted within the rotational bracket  540  about which the cradle  545  rotates. The projection  620  engages two bearings, the first  605  being a bearing to control both rotation and axle movement of the axle  565  and the second  610  being purely rotational with both bearings  605 ,  610  acting to control the movement of the cradle  545  in a purely rotational movement. The projection  620  further includes a key  625  at a distal end of said projection  620  which engages with a rotational damping means  615 . Thus to prevent the cradle  545  undergoing an uncontrolled rotation which may lead to an instability for the occupants should the carriage be subjected to a wind load, the rotation of the carriage is controlled by the rotational damping means  615  so as to minimize this uncontrolled rotation and provide a smooth ride for the occupants. 
       FIGS. 6A and 6B  show one embodiment of a drive system applicable to the invention. The drive system of  FIGS. 6A and 6B  involve discreet pairs of pinch rollers  705 A,B and  730 A,B which may be placed periodically about the track so as to drive the carriages. In this case, the carriage has been removed for clarity and leaving the trolley  520  as representative of the carriage. It will be noted that the trolley  520  includes elongate projections or wings  725  on either side of the trolley  520  which comprise metal strips of sufficient thickness to fit between the drive rollers  710 ,  715  of the pinch rollers  705 A. In this case the rollers  710 ,  715  may be a high duro rubber or polyurethane which contact the wing  725  in a pinch roller arrangement and so impart drive to the carriage through friction. The drive motor used to drive the pinch roller  705 A,B may be operated using a number of different means including a hydraulic motor or electric motor, the motors located to operate each pair separately, or a central motor operating all or some of the rollers collectively, using a chain or belt drive (not shown). It will be appreciated by the skilled addressee that a number of different drive means could be used in addition to the ones listed. The arrangement of such drive motors to provide the drive through the drive rollers  705 A,B will be a matter of a routine. 
     In this case the drive rollers  705 A,B are located on either side of the track supported by brackets  720  mounted to the tracks  531  and so tied to the structural portion of the track. Each trolley  520  will be connected to adjacent trolleys through rod  735  so as to maintain the space relation between the carriages and also to distribute the drive force between said carriages and so more evenly distribute the drive requirement about the periodically placed pairs of drive rollers  505 A,B. In cases where the radius of the track is small, or where it would be beneficial to avoid warping of the rod, “dummy” trolleys (not shown) may be used intermediate the carriages so as to extend the distance between carriages, so as to maintain the integrity of the rods. 
     Further attached to the trolley  520  are the track engagement brackets  525 A,B which engage the track through in this case a three roller assembly  740 A,B,C which group the track about the periphery of the track  530 A,B a side opposed to the supporting gusset plates  532 . 
       FIG. 8  shows alternative arrangement for the first rotational means  221  mounted to the trolley  520 . In this case the portion mounted to the yoke includes an internal gear to fit with the gear  805 . Rotation is therefore controlled through a damper or a initial gear arrangement to ensure a controlled rotation of the carriage about the trolley through the axis  555 .