Patent Publication Number: US-6341564-B1

Title: Amusement ride with track

Description:
This application is a division of U.S. patent application Ser. No. 09/384,591, filed Aug. 27, 1999, which in turn is a division of U.S. patent application Ser. No. 09/084,389, filed May 27, 1998, now U.S. Pat. No. 5,996,505, which in turn is a continuation of U.S. patent application Ser. No. 08/744,256, filed Nov. 5, 1996, now U.S. Pat. No. 5,813,350, the entire disclosures of which are considered to be part of the present disclosure and are specifically incorporated by reference herein. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to amusement rides installed in amusement parks, such as roller coasters and the like, and more particularly to an amusement ride wherein a passenger car is adapted to travel on a track. 
     2. Description of the Background Art 
     It is generally known that amusement parks offer their clientele a vast range of pleasure rides. Traditionally, roller coasters and the like have been known as rides allowing the passengers to experience sensations of speed and thrills. More recent designs have proposed rides with tracks having loops or spirals for enhancing the sensations of speed and thrills. Such rides have become very popular among people, particularly among younger generations, because of the chance of experiencing extraordinary sensations which are unobtainable in everyday life. 
     In the above prior-art roller coasters, however, the passenger car is adapted to travel at high speeds thereby exposing the passengers to rapid visual changes or high speed and thus, produces thrilling sensations. Given that the traveling speed of the car is limited to a certain level, the variation of such visual change and impression of speed is limited. 
     SUMMARY OF THE INVENTION 
     It is an object of the invention to provide a novel amusement ride wherein the passengers may experience thrilling sensations enhanced by new elements of visual change and unprecedented movement of the passenger car. The amusement ride of the invention comprising a track of a given trajectory and a passenger car for traveling on the track is characterized in that the track has at least one missing portion. In an aspect of the invention, the passenger car travels on the track to jump into the air from a car-releasing side of the track at the missing portion, with a traveling speed and a traveling direction maintained by inertia. Then, via a midair movement path determined by inertia, the car lands on a car-receiving side of the track. In this process, the passengers may experience a mixture of sensations such as a feeling of flying as they are released into the air, fear and an impression of speed. Incidentally, if the missing portion of the track is located in sight of the passengers, they will be seized with fear instinctively feeling that the car is moving free from the control of the track. This provides the passengers with an increased thrill because of an element of illusory danger. 
     In this case, a guide section for receiving the car moving from the car-releasing side of the track and guiding the same to the car-receiving side of the track may be disposed at the missing portion on the car-receiving side of the track. As guided by the guide section, the car moving across the missing portion can assuredly transfer onto the car-receiving side of the track. 
     Alternatively, the missing portion may be provided with a transfer mechanism for transferring the passenger car from the car-releasing side of the track onto the car-receiving side of the track. This provides a more assured transfer of the car from the car-releasing side of the track onto the car-receiving side of the track. 
     In another aspect of the invention, an amusement ride comprises a traveling course closing member of a fragile material disposed in a traveling course of the car along the track. In the ride, the passenger car travels on the track to collide with the traveling course closing member disposed in the traveling course of the car. In this process, the passengers may be seeing the traveling course closing member until the moment at which the car collides with the traveling course closing member, and hence, the passengers may experience the mixed thrill of fear of collision and an impression of the speed of the running car. On the other hand, because of its fragility, the traveling course closing member is readily broken upon receiving the impact of the collision of the car and thus, the car is allowed to continue running on the track. 
     In yet another aspect of the invention, an amusement ride comprises an obstacle disposed adjacent the track and a drive mechanism for advancing/retreating the obstacle with respect to the traveling course of the car along the track. In the ride, the drive mechanism is actuated to advance the obstacle into the traveling course of the car and to retreat the obstacle from the traveling course when the car passes the point where the obstacle is disposed. Thus, the passengers, seeing the obstacle in the traveling course of the car, may experience the mixed thrill of fear of collision with the obstacle and an impression of speed of the running car. 
     In still another aspect of the invention, an amusement ride comprises a passenger car having a seating section movably mounted to a car body and a drive mechanism for vertically moving the seating section. In the ride, the drive mechanism is actuated to elevate or lower the seating section while the car is running whereby the passengers are subject to a vertical movement in addition to forward movement. This provides an unprecedented sensation, thus offering an enhanced element of amusement. 
     In another aspect of the invention, an amusement ride comprises the track including a first track and a second track laid along the first track, the second track having a waved trajectory with respect to the first track, and the passenger car having front wheels thereof engaged with the first track and rear wheels thereof engaged with the second track. In the ride, the car travels with the front wheels and rear wheels engaged with the first track and second track, respectively. At a portion where the second track is waved, the rear wheels of the car moves along the waved trajectory and therefore, the car proceeds with the rear wheels vertically swung about the front wheel portion. Thus, the passengers are subject to a vertical movement at a smaller pitch than the prior art in addition to a forward movement. This provides unprecedented sensations, thus offering an enhanced element of amusement. 
     In still another aspect of the invention, an amusement ride comprises a track including a first track portion and a second track portion laid on an extension line of the first track, the passenger car including a first car for traveling on the first track and a second car resting on the first car, a halting mechanism interposed between the first and second tracks for halting the movement of the first car, a locking mechanism for prohibiting the second car from moving back and forth, and a releasing mechanism provided at the first car and adapted to contact the halting mechanism for releasing the locking mechanism thereby allowing the forward movement of the second car. According to the ride, the second car accommodating the passengers therein is mounted on the first car and is prohibited by the locking mechanism from moving back and forth. In this state, the first car carrying the second car thereon travels on the first track. Then, the first and second cars reach the halting mechanism where the first car collides with the halting mechanism to be halted whereas the second car is released forward by inertia from the first car because the releasing mechanism is actuated to release the locking mechanism thereby allowing the forward movement of the second car. Thus, the second car transfers onto the second track laid on the extension line of the first track, to travel on the second track. This provides the mixed thrill of a fear of collision of the first car against the halting mechanism and a feeling of speed. This also offers an unprecedented, extraordinary ride with an enhanced element of amusement wherein the second car accommodating the passengers is transferred from the first track to the second track. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 schematically illustrates an amusement ride according to a first embodiment of the invention as a preferred example thereof. 
     FIG. 2 is a plan view for schematically illustrating the missing portion of the track shown in FIG.  1 . 
     FIG. 3 is a sectional view taken along line A—A of FIG.  2 . 
     FIG. 4 is a front view of a passenger car for use with the present invention. 
     FIG. 5 is a side view of the passenger car taken along line B—B of FIG.  4 . 
     FIG. 6 is a top plan view for schematically illustrating a missing portion of a track of a second embodiment of the invention. 
     FIG. 7 is a front view taken along line F—F of FIG.  6 . 
     FIG. 8 is a front view of a passenger car of the second embodiment. 
     FIG. 9 is a side view taken along line I—I of FIG.  8 . 
     FIG. 10 schematically illustrates an amusement ride according to a third embodiment of the invention. 
     FIG. 11 is a side view of a passenger car of the third embodiment. 
     FIG. 12 is a front view of the passenger car of FIG.  11 . 
     FIG. 13 is a side view for illustrating a transfer mechanism of the third embodiment. 
     FIG. 14 is a sectional view taken along line L—L of FIG.  13 . 
     FIG. 15 is a front view of a halting mechanism of the third embodiment. 
     FIG. 16 is a sectional view taken along line M—M of FIG.  15 . 
     FIG. 17 is a diagrammatic illustration of a control device of the third embodiment. 
     FIG. 18 schematically illustrates an amusement ride according to a fourth embodiment of the invention. 
     FIG. 19 is a side view of a passenger car of the fourth embodiment. 
     FIG. 20 is a side view of a transfer mechanism of the fourth embodiment. 
     FIG. 21 is a sectional view taken along line Q—Q of FIG.  20 . 
     FIG. 22 illustrates a control device as a modification of the third and fourth embodiments. 
     FIG. 23 schematically illustrates an amusement ride that is a modification of the third and fourth embodiments. 
     FIG. 24 schematically illustrates an amusement ride that is a modification of the third and fourth embodiments. 
     FIG. 25 schematically illustrates an amusement ride according to a fifth embodiment of the invention. 
     FIG. 26 schematically illustrates an amusement ride according to a sixth embodiment of the invention. 
     FIG. 27 schematically illustrates an amusement ride that is a modification of the sixth embodiment. 
     FIG. 28 schematically illustrates another amusement ride that is a modification of the sixth embodiment. 
     FIG. 29 is a sectional view for illustrating an amusement ride according to a seventh embodiment of the invention. 
     FIG. 30 is a perspective view for illustrating a principal portion of the amusement ride of the seventh embodiment. 
     FIG. 31 is a perspective view for illustrating a principal portion of an amusement ride according to an eighth embodiment of the invention. 
     FIG. 32 is a sectional view taken on line Y—Y of FIG.  31 . 
     FIG. 33 is a perspective view for illustrating an amusement ride according to a ninth embodiment of the invention. 
     FIG. 34 is a perspective view for showing another example of the obstacle of the ninth embodiment. 
     FIG. 35 is a perspective view of a modification of the amusement ride of the ninth embodiment. 
     FIG. 36 is a perspective view of another modification of the amusement ride of the ninth embodiment. 
     FIG. 37 is a perspective view of still another modification of the amusement ride of the ninth embodiment. 
     FIG. 38 is a partially cutaway view in perspective of a support base of the embodiment of FIG.  37 . 
     FIG. 39 is a perspective view for illustrating an amusement ride according to a tenth embodiment of the invention. 
     FIG. 40 is a perspective view of a modification of the passenger car of the amusement ride of the tenth embodiment. 
     FIG. 41 is a perspective view of another modification of the passenger car of the amusement ride of the tenth embodiment. 
     FIG. 42 is a perspective view of still another modification of the passenger car of the amusement ride of the tenth embodiment. 
     FIG. 43 is a perspective view for illustrating the operation of the passenger car of FIG.  42 . 
     FIG. 44 is a perspective view for illustrating an amusement ride according to an eleventh embodiment of the invention. 
     FIG. 45 is a perspective view of a modification of the amusement ride of the eleventh embodiment. 
     FIG. 46 is a perspective view for illustrating an amusement ride according to a twelfth embodiment of the invention. 
     FIG. 47 is a perspective view for illustrating an amusement ride according to a thirteenth embodiment of the invention. 
     FIG. 48 is a perspective view of a modification of the amusement ride of the thirteenth embodiment. 
     FIG. 49 is a perspective view for illustrating an amusement ride according to a fourteenth embodiment of the invention. 
     FIG. 50 is a side view partly in section for illustrating the amusement ride of the fourteenth embodiment. 
     FIG. 51 is a sectional view for illustrating a locking mechanism and release mechanism of the amusement ride of the fourteenth embodiment. 
     FIG. 52 is a sectional view for illustrating the locking mechanism and release mechanism of the amusement ride of the fourteenth embodiment. 
     FIG. 53 is a side view partly in section for illustrating an amusement ride according to a fifteenth embodiment of the invention. 
     FIG. 54 is a perspective view of a modification of the amusement ride of the fourteenth and fifteenth embodiments. 
     FIG. 55 is a perspective view of another modification of the amusement ride of the fourteenth and fifteenth embodiments. 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     With reference to FIGS. 1 through 5, description will be given of a first embodiment of the present invention. 
     As shown in FIG. 1, the amusement ride of the invention generally comprises a track  101  formed of rails, a part of which is shown in the figure, and a passenger car  102  for traveling on the track  101 , the track having at least one missing portion. The provision of the missing portion  104  is not limited to one place and the location thereof is not particularly specified. Accordingly, the missing portion  104  may be disposed at a peak or crest of a waved portion of the track  101  but in this embodiment, the missing portion  104  is disposed at a bottom of trough of the waved portion of the track  101 , that is, a place where the passengers seated in the passenger car  102  may see the missing portion  104  while they are riding in the car from section  101   b  to section  101   a  of track  101 . 
     As shown in FIG. 2, the track  101  is comprised of two rails supported by a known structure (not shown in the figure), the continuous length of which is broken over a predetermined distance at the missing portion  104 . The passenger car  102  is adapted to travel on such a track in the direction of arrow C, as seen in the figure, wherein the rails of a car-releasing side track section  101   b  and a receiving-side track section  101   a  are tapered at ends facing each other. 
     As shown in FIGS. 2 and 3, provided on the side of the track section  101   a  is a guide section  105  for receiving the car  102  moving from the track section  101   b  and guiding the car  102  to the track section  101   a . The guide section  105  comprises a receiving plate  106  for receiving the car  102  on the upper surface thereof, and guide rollers  107 . Rollers  107  are upright and disposed opposite sides of the upper surface of the receiving plate  106  along the direction of arrow C in FIG.  2 . 
     The receiving plate  106  is supported by the aforesaid structure (not shown), with the upper surface thereof so positioned as to sufficiently assure safe receipt of the moving car. More specifically, the path of the car  102  released into the air depends upon the traveling speed and direction of the car immediately before release from the track, the weight of the car  102 , air resistance and the like. These parameters can be estimated beforehand, and thus, an appropriate position of the receiving plate  106  can be determined. Although the space between the track section  101   b  and the receiving plate  106  is not particularly specified, the space must be such that a safe receipt of the moving car  102  is sufficiently assured while at the same time an intended thrill can be offered to the passengers. 
     As shown in FIG. 3, the guide rollers  107  are held, rotatable about their central shafts, between the receiving plate  106  and a support plate  108 . Incidentally, the support plate  108  may be secured to the aforesaid structure (not shown) or to the receiving plate  106 . A space between the guide rollers  107  on the opposite sides of the receiving plate  106  is wider on the track section  101   b  side than on the track section  101   a  side; a space on the track section  101   b  side is much greater than the width of the passenger car  102  whereas that on the track section  101   a  side is slightly greater than the width of the car  102 . 
     As shown in FIGS. 4 and 5, the passenger car  102  comprises a car body  109  including seats  110  for seating passengers, a running wheel section  111  disposed at the bottom of the car body  109  and engaging the track  101 , and a coasting wheel section  117  disposed under the running wheel section  111  for allowing the car body  109  to coast by inertia. 
     The aforesaid car body  109  is of a known structure and therefore, detailed description thereof is not required, but the car body  109  is provided with a guided portion  121  on both sides of the car body  109  for engagement with the guide rollers  107  of the guide section  105  (See FIG.  2 ). 
     The aforesaid running wheel section  111  comprises a pair of axles  112  disposed at the fore and rear portions of the car body  109 , and wheel mounting stays  113  disposed at opposite ends of the respective axles  113 , each wheel mounting stay  113  having two wheels  114  mounted thereto for engaging the upper portion of the rail of the track  101 . Two wheels  115  are similarly mounted to section  111  for engaging the inner surface of the rail  101 , and a wheel  116  is mounted for engaging the lower surface of rail  101 . The wheels  114  and  115  are adapted to grip the rail from above and below thereby preventing a vertical movement of the car body  109  while the wheels  115  serves to prevent lateral movement of the car body  109 . Thus, stable movement of the car body  109  is assured. 
     The aforesaid coasting wheel section  117  comprises a pair of axles  118  disposed at the fore and rear portions of the car body  109  and under the aforesaid running wheel section  111 , wheels  120  mounted to the opposite ends of the respective axles  118 , and support stays  119  for securing the respective axles  118  to the car body  109 . There are provided six support stays  119  for each axle  118 , as shown in the figures, so as to provide a structure having a sufficient strength to withstand a load on the axle  118 . In this embodiment, the coasting wheel section  117  is disposed under the running wheel section  111  because of the relation with the receiving plate  106 . However, it is obvious to those skilled in the art that the position thereof is not limited to the above. It is more desirable that the coasting wheel section  117  include a suspension element. 
     According to the amusement ride of the invention, the passenger car  102  travels on the track  101  by gravity with the running wheel section  111  engaged with the rails of the track  101 , as described above. The passengers in the passenger car  102 , as shown in FIG. 1, may see the missing portion  102  during a ride from the beginning of a descending slope to a point immediately before the missing portion  104 . Hence, the passengers may experience the mixed thrills of instinctive fear as they feel that the car  102  is moving free from the control of the track  101  and an impression of speed of the car descending the slope. 
     Subsequently, at the missing portion  104  of the track  101 , the car  102  is released into the air from the track  101  by inertia and maintains the speed it had immediately before it was released. In this embodiment, the rail ends of the track section  101   b  are so tapered as to reduce resistance when the car  102  is released. Hence, the car can stably maintain its speed and orientation. Then, the car  102  lands on the receiving plate  106  of the guide section  105  ahead of its moving direction by means of the coasting wheel section  117 . In this embodiment, the receiving plate  106  is provided in a direction where the car  102  should move by inertia so that the car  102  receives little impact as it lands on the receiving plate  106 . In this manner, the passengers may have at the same time a fear of being actually released into the air in a state absolutely free of control as well as impressions of zero gravity and speed, and thus experience an even greater intensity of thrills in this amusement ride. 
     The car  102  is allowed to transfer onto the receiving plate  106  safely because a space between the guide rollers  107  on the opposite sides of the receiving plate on the track section  101   b  side is sufficiently greater than the width of the car  102  (See FIG.  2 ). Subsequently, the car  102  moves in the direction of arrow C in FIG. 2 by means of the wheels  120  of the coasting wheel section  117 . In this movement, the car  102  moves as progressively constrained by the guide rollers  107 , because a space between the guide rollers  107  on opposite sides gradually decreases toward the track section  101   a  side to a width slightly greater than that of the car  102 . Then, the rail ends of the track section  101   a  are relatively inserted into the respective sets of three wheels  114 ,  115  and  116  of the running wheel section  111  so that the car  102  travels on the track section  101   a . In this embodiment, the guide rollers  107  are rotatable so that the friction between the car  102  and guide rollers  107  is very small when the guide rollers  107  come into contact with the guided portion  121  of the car  102  for controlling the position of the car  102 . Accordingly, the car  102  can accomplish smooth movement without decreasing in traveling speed. The tapered rail ends of the track section  101   a  facilitate the insertion of the rails in space surrounded by the wheels  114 ,  115  and  116 . In the amusement ride, the passengers may experience unprecedented thrilling sensations such as the mixed sensations of an instinctive fear as they feel the car  102  moving free from the control of the track  101  and an impression of speed of the car descending a slope, and sensations produced by a fear as they are actually released into the air in a state absolutely free of any control and by impressions of zero gravity and speed. 
     It is noted that the aforesaid guide rollers are not always required and may be replaced by simple flat guide plates, if the car  102  is smoothly transferred. In this case, the car  102  may be provided with rollers on both sides, respectively. 
     Alternatively, as shown in FIG. 3, an arrangement may be made such that, for example, the receiving plate  106  is supported by the aforesaid structure (not shown) pivotally about a fulcrum P in the direction of arrow D-E, (the movement direction of the receiving plate is not limited to this but may be moved in parallel) and provided are a drive section for swinging the receiving plate  106  in the direction of arrow D-E, a sensor for detecting a position of the car and a control section responsive to a detection signal from the sensor for actuating the drive section. In this arrangement, the receiving plate  106  is normally moved in a direction of arrow D or E to be tilted down or up, and when the car  102  approaches the missing portion  104 , the control section responds to the sensor detecting the approach of the car to actuate the drive section for moving the receiving plate  106  in the direction of arrow E or D to the position shown in FIG.  3 . Thus, the passengers are not aware of the existence of the receiving plate  106  and are kept from seeing the receiving plate  106  closing the track until the car  102  comes very close to the missing portion  104 . Hence, they may feel the highest intensity of stress. In this case, it is desirable for safety reasons to employ a safety device for halting the car  102  on the track section  101   b  side in case that the receiving plate  106  should not be in a horizontal position. 
     Now referring to FIGS. 6 through 9, description will be given of a second embodiment of the present invention. 
     The amusement ride of the second embodiment differs from the aforesaid first embodiment only in a part of the construction of the missing portion  104  and the passenger car  102 . As shown in FIGS. 6 and 7, the ride is provided with a transfer mechanism at a missing portion  104  of a track  101 , the transfer mechanism comprising an auxiliary track  131  for transferring a passenger car  102  from a track section  101   b  to a track section  101   a  and a transfer wheel section  132  mounted to the car  102  for engaging the auxiliary track  131  (See FIG.  8 ). 
     As shown in FIGS. 6 and 7, the auxiliary track  131  comprises a pair of rails extended between the track section  101   a  and the track section  101   b  parallel thereto. The rails are supported by the aforesaid structure (not shown) above the track sections  101   a  and  101   b  at a predetermined height such that the transfer wheel section  132  can engage with the rails. The rails have such a length as to allow the opposite ends thereof to adequately overlap the track sections  101   a  and  101   b , as seen in the vertical plane, respectively. Furthermore, the opposite ends of the rails are tapered. Incidentally, the embodiment is arranged such that the auxiliary track  131  overlaps the track sections  101   a  and  101   b  at the end portions for safety reasons. However, the rails are not necessarily required to overlap each other but the end portions thereof may be spaced from each other as long as the car  102  is smoothly transferred. 
     As shown in FIGS. 8 and 9, the passenger car  102  comprises the car body  109  having seats  110  for seating passengers, the running wheel section  111  disposed under the car body  109  for engaging the track  101  and the transfer wheel section  132  for engaging the auxiliary track  131 . The transfer wheel section  132  comprises a wheel mounting frame  133 , a wheel mounting stay  134  secured to the wheel mounting frame  133 , and wheels  135 ,  136  and  137  mounted to the wheel mounting stay  134 . 
     The wheel mounting frame  133  comprises U-shaped members mounted to both lateral sides of the car body  109 , and members laterally extended between the U-shaped members for supporting them. The wheel mounting stay  134  and wheels  135 ,  136  and  137  are of the similar construction to that of the aforesaid running wheel section  111 . 
     According to the ride, the passenger car  102  travels on the track  101  by gravity with the running wheel section  111  engaged with the track  101 . The passengers in the car  102  may see the missing portion  104  of the track  101 , as shown in FIG. 1, during a ride from the beginning of a descending slope to a point immediately before the missing portion  104 . Hence, the passengers may experience the mixed thrills of an instinctive fear as they feel that the car  102  is moving free from the control of the track  101  and an impression of speed of the car descending the slope. 
     Subsequently, approaching the missing portion  104 , the car  102  continues to proceed at an unchanged speed to allow the rail ends of the auxiliary track  131  to be relatively inserted in a space surrounded by the wheels  135 ,  136  and  137  on the fore side of the car, then allowing the wheels  114 ,  115  and  116  on the fore side of the car to be disengaged from the track section  101   b . Similarly, the rail ends of the auxiliary track  131  are inserted in a space surrounded by the wheels  135 ,  136  and  137  on the rear side of the car, and thereafter the wheels  114 ,  115  and  116  disengage from the track section  101   b.    
     The car  102  continues to travel on the auxiliary track  131  to allow the rail ends of the track section  101   a  to be relatively inserted in a space surrounded by the wheels  114 ,  115  and  116  on the fore side of the car, then allowing the wheels  135 ,  136  and  137  on the fore side of the car to disengage from the auxiliary track  131 . Similarly, the rail ends of the track section  101   a  are relatively inserted in a space surrounded by the wheels  114 ,  115  and  116  on the rear side of the car, and, thereafter, the wheels  135 ,  136  and  137  on the rear side disengage from the auxiliary track  131 . 
     Thus, the passenger car  102  is transferred from the track section  101   b  to the track section  101   a  quite safely because the transfer thereof is carried out by way of the auxiliary track section  131 . In addition, the tapered rail ends of the track sections  101   b ,  101   a  and the auxiliary track  131  streamline the insertion of the rail ends in a space surrounded by the wheels  114 ,  115  and  116  and the wheels  135 ,  136  and  137  or the disengagement of these wheels from the rails. 
     Obviously the passenger car  102  is not limited to that employed by this embodiment. For example, the passenger car  102  may be of a type wherein the passengers assume a stand-up position or a monorail car having the running wheel section  111  at the top of the car body  109  for traveling as suspended. In this case, the transfer wheel section  132  may be disposed at the bottom of the car body  109  while the auxiliary track  131  may be located under the track  101 . 
     There may be made an arrangement such that the rails of the auxiliary track  131  are mounted to the aforesaid structure (not shown) to pivot or move in the direction of arrow G-H, for example (the direction of movement is not limited to these). In this case, a drive section would be provided for moving the rails in the direction of arrow G-H, a sensor would be provided for detecting a position of the car and a control section would be provided responsive to a detection signal from the sensor for actuation of the drive section. In this arrangement, the rails are normally shifted in the direction of arrow G but in response to the sensor detecting the car  102  approaching the missing portion  104 , the control section actuates the drive section for moving the rails in the direction of arrow H to the position shown in FIG.  6 . Thus, the passengers are not aware of the existence of the auxiliary track until the car  102  comes very close to the missing portion  104 . Hence, they may feel the highest intensity of stress. In this case, it is desirable for safety reasons to employ a safety device adapted to halt the car  102  on side of the track section  101   b  in case that the rails should not be positioned in the direction of arrow H. 
     Next, description will be given of a third embodiment of the present invention. As is seen from FIG. 10, an amusement ride of the embodiment comprises a track  201  including rails  203 , the continuous length of which is broken at least at one place (missing portion  213 ), a passenger car  207  for traveling on the track  201  with the passengers seated therein, and a transfer mechanism  217  for transferring the car  207  across the missing portion  213  from the track  201  on one side (first rails  203   a ) to the track  201  on the other side (second rails  203   b ). 
     The rails  203  comprises a pair of rails laid in parallel to each other and supported by posts  205 , as shown in FIG.  13 . In the ride, the rails  203  are substantially formed like an arc, having a portion thereof cut away therefrom so as to define the missing portion  213 , as seen in FIG.  10 . It is obvious to those skilled in the art that the track layout as seen in the top plan view is not limited to that shown in FIG. 10 nor the missing portion  213  is not limited to one place, the position of which is not particularly specified. 
     As seen in FIGS. 11 and 12, the passenger car  207  is of a known vehicle generally employed by the traditional roller coasters which comprises a car body  208  including seats  211  for seating passengers and a wheel section  209  disposed at the bottom of the car body  208 . As shown in the figure, the wheel section  209  comprises a pair of axles  210  disposed at the fore and rear portions of the car body and wheels mounted to the respective ends of the axles. The wheels engage the upper, lower and lateral portions of the rail  203 , respectively, for preventing vertical and lateral movement of the car  207 , so that the car may travel on the rails  203  in a stable manner. 
     The aforesaid transfer mechanism  217  is disposed between the first rail  203   a  and the second rail  203   b , as shown in FIG. 13, and comprises a transfer vehicle  218 , a halting mechanism  223  and a car-relay mechanism  235  provided at the transfer vehicle  218 , an auxiliary track  215 , a release bar  239 , a shock absorber  241  and a control device  243  of FIG. 17 for controlling the transfer vehicle  218 . 
     Similarly to the rails  203 , the auxiliary track  215  includes auxiliary rails  216  comprised of a pair of rails laid parallel to each other (see FIG.  14 ). The auxiliary rails  216  have one end supported by the posts  205  under the first rails  203   a  and the other end supported by the posts  205  under the second rails  203   b . The auxiliary rails  216  are formed like an arc having the same curvature with the rails  203 , and have an intermediate portion thereof supported by posts  206 . 
     The aforesaid transfer vehicle  218  comprises a trestle  219  and a wheel section  221  disposed at four corners of the lower end portions of the trestle  219 . The wheel section  221  is of a similar construction to that of the wheel section  209  of the aforesaid passenger car  207 , which comprises an upper wheel  221   a , a lateral wheel  221   b  and a lower wheel  221   c . As seen in FIG. 13, the upper wheel  221   a  and lower wheel  221   c  engage the upper and lower surfaces of the auxiliary rail  216 , respectively, whereas the lateral wheel  221   b  engages the inner surface of the rail  216 . This prevents vertical and lateral movements of the trestle  219  thereby assuring a stable travel of the transfer vehicle. There is provided an electric motor  245  with a clutch  247  as shown in FIG. 17, which is connected to at least two sets of upper wheels  221   a  on either side of the direction of arrow J or K and is controlled by the aforesaid control device  243 . 
     As shown in FIG. 13, the car-relay mechanism  235  comprises relay rails  237  laid atop the trestle  219 . The relay rails are formed of the same rail member with the aforesaid rails  203  and have the opposite ends thereof tapered. The first rails  203   a  and second rails  203   b  are formed with engageable holes  204   a  and  204   b  at respective ends thereof, such that the transfer vehicle  218  moves in the direction of the arrow in FIG. 13 to bring the respective ends of the relay rails into engagement with the engageable holes  204   a  or  204   b  to thereby form the track unitarily with the first rails  203   a  or the second rails  203   b.    
     The aforesaid halting mechanism  223  is secured on a support bar  220  disposed at an intermediate height of the trestle  219 , as shown in FIG. 13, and comprises a housing  225 , a lid  227 , a movable shaft  229 , a spring  230 , a shock absorber  231  and a roller  233 , as seen in FIGS. 15 and 16. The housing  225  is comprised of a substantially cylindrical member which opens to the upper end thereof and has at the lower end thereof, a mounting flange  225   a  and a fitting hole  225   b  fitted with the movable shaft  229 . The movable shaft  229  has a collar  229   a  at an intermediate portion thereof and is movable in the direction of arrow N-O as received within the housing  225 , as shown in the figure. The opening of the housing  225  is closed by the lid  227 . As seen in the figure, the spring  230  is contained in the housing for biasing the movable shaft  229  in the direction of arrow N. The shock absorber  231  is of a known member for receiving a moving body as damping an impact of collision, and is disposed at the upper portion of the movable shaft  229 . In this embodiment, a hydraulic type shock absorber is employed and is disposed so that when the passenger car  207  transfers onto the relay rails  237 , the distal end of the shock absorber  231  abuts against the axle  210  of the car  207 . The roller  233  is rotatable in the direction of the arrow in the figure and mounted to the lower portion of the movable shaft  229 . The roller  233  is adapted to engage the release bar  239  for moving the movable shaft  229  in the direction of arrow O. 
     The aforesaid release bar  239 , as shown in FIG. 13, comprises a pair of bar members mounted to the posts  205  of the second rails  203   b  as spaced a predetermined distance from each other and having at the distal ends thereof wedge-like engageable portions  239   a  slanted at the lower surfaces thereof. As described above, the engageable portions  239   a  are to engage the aforesaid rollers  233 . 
     Similarly to the aforesaid shock absorber  231 , the shock absorber  241  (See FIG. 13) is a known member for receiving a moving body and damping an impact of collision. In this embodiment, a hydraulic type shock absorber is employed. 
     According to the ride of this embodiment, the car  207  with the passengers seated therein travels on the rails  203  along the track to reach the missing portion  213  of the rails  203 , as shown in FIG.  10 . In this process, the passengers may see the missing portion  213 , experiencing the mixed thrills of a fear of the car  207  falling off from the rails  203  at the missing portion  213  and an impression of speed of the car traveling at a predetermined speed. It is to be understood that the transfer vehicle  218  has been previously moved in the direction of arrow J by the electric motor  245  controlled by the control device  243  so that the tips of the relay rails  237  have engaged the engageable holes  204   a  of the first rails  203   a . Thereafter, the clutch  247  of the electric motor  245  is released so that the transfer vehicle  218  is ready to move in the direction of arrow K in the figure. 
     Subsequently, the car  207  transfers from the first rails  203   a  to the relay rails  237 . At this time, the car  207  is subject to no impact because the first rails  203   a  tightly joins with the relay rails  237 . 
     Then, the axle  210  of the car  207  transferred onto the relay rails  237  abuts against the shock absorber  231  of the halting mechanism  223 , so that the car  207  is halted with an impact of the abutment damped by the shock absorber  231 . At the same time, gaining momentum from the car  207 , the transfer vehicle  218  starts to move on the auxiliary track  215  in the direction of arrow K at a predetermined speed. Incidentally, the passengers cannot foresee that the car  207  can transfer onto the second rails  203   b  because the auxiliary rails  216  are not laid on an extension line of the first rails  203   a , making it impossible for the passengers to see them and because the car  207  is not provided with a member for engagement with the-auxiliary track  215 . Hence, the passengers are seized with fear, assuming that the car  207  is just falling off from the first rails  203   a.    
     Next, as the arrow K-side end of the transfer vehicle  218  approaches the ends of the second rails  203   b , the rollers  233  are first engaged with the release bars  239  of FIG.  13 . This causes the movable shafts  299  and shock absorbers  231  to move in the direction of arrow O as seen in FIG. 16 for disengagement of the shock absorbers  231  from the axle  210  and thus, the car  207  is ready to move in the direction of arrow K. Subsequently, the arrow K-side end of the trestle  219  abuts against the shock absorbers  241  so that the transfer vehicle  218  is halted and the impact of the abutment damped while the arrow K-side ends of the relay rails  237  join with the engageable holes  204   b  of the second rails  203   b . In this process, the tapered ends of the relay rails  237  on the arrow K-side assuredly guide the relay rails  237  into the engageable holes  204   b  so that the relay rails  237  and the second rails  203   b  are smoothly joined. 
     Upon disengagement of the axle  210  from the shock absorbers  231 , the car  207  starts to move by inertia in the direction of arrow K and transfers onto the second rails  203   b , continuing to travel thereon at a predetermined speed. 
     In the above mentioned manner, the car  207  can assuredly and smoothly transfer from the first rails  203   a  to the second rails  203   b . Accordingly, the traveling speed of the car  207  is not decreased so much during the transfer of the car  207  from the first rails  203   a  onto the second rails  203   b . This prevents a decrease in the intensity of impression of speed felt by the passengers. 
     Subsequently, the control device  243  couples the electric motor  245  to the upper wheels  221   a  via the clutch  247  while actuating the electric motor  245  to cause the transfer vehicle  218  to move in the direction of arrow J for joining the arrow J-side ends of the relay rails  237  with the engageable holes  204   a  of the first rails  203   a . Thus, the transfer vehicle  218  is returned to its original position for cycling the same operations as those aforementioned. 
     The ride of this embodiment is arranged such that the transfer vehicle  218  is returned to its original position by means of the control device  243  and electric motor  245 . However, the arrangement is not limited to the above but other drive means such as a winch may be employed. An alternative arrangement may be made such that the drive means is eliminated but the auxiliary rails  216  are inclined to thereby return the transfer vehicle  218  to its original position. 
     Now referring to FIGS. 18 through 21, description will be given of a fourth embodiment of the present invention 
     The ride of this embodiment essentially has the same construction as the third embodiment. As shown in FIG. 19, a passenger car  307  has a second wheel section  309  securely attached to a car body  208  by means of a mounting stay  311  at a position below the wheel section  209  of the aforesaid car  207 . Other features of the passenger car  307  are similar to those of the car  207 . As shown in FIG. 21, the second wheel section  309  comprises upper, lower and lateral wheels mounted to opposite ends of axles  310 , respectively. 
     A transfer vehicle  318  has a construction such that a trestle  319  has an outer width smaller than an inner spacing between the posts  205  so as to be allowed in between the posts  205  and relay rails  337  have a smaller height than the rails  203  so as to engage with the second wheel section  309  of the passenger car  307 , as Shown in FIG.  20 . 
     Further, as shown in the figure, the first and second rails  203   a  and  203   b  have tapered ends. Although not particularly illustrated in the figure, there is provided a shock absorber of a similar construction to the aforesaid shock absorber  241  at an end point of the movement of the transfer vehicle  318  in a direction of arrow J. On the other hand, a release bar and shock absorber of the similar construction to the aforesaid release bar  239  and shock absorber  241  are disposed at an end point of the movement of the transfer vehicle  318  in a direction of arrow K. 
     With the above construction, the transfer vehicle  318  is adapted for travel in the direction of arrow J-K, wherein at the end point of the movement in direction J, the J-side end portion of the transfer vehicle  318  is allowed in a space between the posts  205  for supporting the first rails  203   a  and at the end point of the movement in direction K, the K-side end portion of the transfer vehicle  318  is allowed in a space between the posts  205  for supporting the second rails  203   b.    
     According to the ride of this embodiment, the passenger car  307  with the passengers seated therein travels on the rails  203  to approach the missing portion  213 , as shown in FIG.  18 . It is to be understood that the aforesaid control device  243  would have actuated the electric motor  245  so that the transfer vehicle  318  has already moved to the end point of the movement in direction J when car  307  arrives. Thereafter, the clutch  247  of the electric motor  245  was released so that the transfer vehicle  318  is ready to move in the direction of arrow K. 
     Subsequently, the second wheel section  309  of the car  307  comes into engagement with relay rails  337  of the transfer vehicle  318 , which engagement is established quite positively and smoothly because of the tapered tips of the relay rails  337 . Thereafter, the axle  310  of the transfer vehicle  307  abuts against the shock absorbers  231  of the halting mechanism  223  whereby the car  307  is halted with an impact of the abutment damped by the shock absorbers  231 . At the same time, the transfer vehicle  318  gains momentum from the car  207  to start traveling on the auxiliary track  215  at a predetermined speed in the direction of arrow K. Traveling a predetermined distance, the transfer vehicle  318  disengages the wheel section  209  of the passenger car  307  from the first rails  203   a.    
     Then, the K-side end portion of the transfer vehicle  318  enters a space between the posts  205  supporting the second rails  203   b  so that the wheel section  209  of the car  307  comes into engagement with the second rails  203   b . When the transfer vehicle  318  reaches the end point of the movement in direction K, the release bars and rollers  233  engage each other to thereby disengage the axle  310  from the shock absorbers  231 , and thus the passenger car  307  is allowed to move in the direction of arrow K. Subsequently, the K-side end portion of the trestle  319  abuts against the shock absorbers so that the transfer vehicle is halted with an impact of the abutment damped by the shock absorbers. The passenger car  307 , in turn, starts moving by inertia in the direction of arrow K, continuing to travel on the second rails  203   b  at a predetermined speed. 
     According to the ride of this embodiment, as described above, in the transfer of the passenger car  307  onto the transfer vehicle  318  at the missing portion  213 , the wheel section  209  and the second wheel section  309  engage the first rails  203   a  and the relay rails  337  at the same time, respectively. Therefore, the car  307  can transfer from the first rails  203   a  to the second rails  203   b  in a more positive, continuous and smooth manner than in the aforesaid third embodiment. This contributes to an even smaller decrease in the speed of the car  307  transferring from the first rails  203   a  to the second rails  203   b.    
     Thereafter, the aforesaid control device  243  couples the electric motor  245  to the upper wheels  221   a  by means of the clutch  247  and actuates the electric motor  245  to move the transfer vehicle  318  in the direction of arrow J and thus, the transfer vehicle is returned to its original position for cycling the same operations as those aforementioned. 
     Additionally, as shown in FIG. 22, the third or fourth embodiment may be arranged such that a first and a second detection sensors  249  and  251  are spaced a predetermined distance along the relay rails  237  or  337  and coupled to the control device  243 . The control device  243 , in turn, responds to a detection signal from the first detection sensor  249  for detecting a position of the passenger car  207  or  307 , as well as to a detection signal from the second detection sensor  251  for calculating a traveling speed of the car  207  or  307  from a spacing and a detection time difference between the first and second detection sensors  249  and  251 . Based on the traveling speed thus calculated, the control device  243  controls the electric motor  245  with clutch  247  for moving the transfer vehicle  218  or  318  in the direction of arrow K at the same speed with the car  207  or  307 . A sensor such as a photoconductive sensor or the like may be used as the first and second detection sensors  249  and  251 . 
     With such an arrangement, when the passenger car  207  or  307  has transferred to the transfer vehicle  218  or  318 , the transfer vehicle  218  or  318  travels at the same speed as that of the car  207  or  307  and therefore, the car  207  or  307  is temporarily halted on the relay rails  237  or  337  due to the law of conservation of momentum. Incidentally, the above-mentioned operations can be assuredly controlled because the traveling speed of the car  207  or  307  is detected by the first and second detection sensors  249  and  251 . Then after the transfer vehicle  218  or  318  is coupled with the second rails  203   b  to stop moving, the passenger car  207  or  307  transfers by inertia onto the second rails  203   b  at a predetermined speed. In this case, the halting mechanism  223  serves as a safety mechanism for preventing the overrun of the passenger car  207  or  307 . 
     If, in this case, the passenger car  207  or  307  transfers from the first rails  203   a  onto the relay rails  237  or  337  at a substantially constant speed, an arrangement may be made such that the second detection sensor  251  is eliminated and the control device  243  is adapted to respond to a detection signal from the first detection sensor  249  to control the electric motor  245  for moving the transfer vehicle  218  or  318  at a preset speed which is equal to the speed of the car  207  or  307 . 
     An alternative arrangement is also possible, as shown in FIGS. 23 and 24, wherein the aforesaid electric motor  245  with the clutch  247  is replaced by a driving arm  253  coupled to the transfer vehicle  218  or  318  and a drive motor (not shown) for driving this driving arm  253 , the driving arm  253  and drive motor causing the transfer vehicle  218  or  318  to move in the direction of arrow K-J. 
     Now with reference to FIG. 25, description will be given of a fifth embodiment of the present invention. As it is seen in FIG. 25, a ride of the embodiment comprises a track  401   b  on the car-releasing side of the track  401 , a track  401   a  on the car-receiving side of the track  401 , and a transfer track  408  for transferring a passenger car  402  from the track  401   b  to the track  401   a.    
     The aforesaid transfer track  408  is movable in the direction of arrow R-S as pivoted on a bearing  403  or the like at an intermediate portion between the opposite ends  408   a  and  408   b  thereof. When moved in the direction of arrow R, the end portion  408   a  is connected with the track  401   b  whereas the end portion  408   b  is connected with the track  401   a  when moved in the direction of arrow S. The transfer track  408  is pivotally supported at a point which is shifted from the central point toward the end portion  408   b . Hence, as balanced only by its own weight, the transfer track  408  is heavier on side of the end portion  408   a  from the pivotal center to be inclined toward arrow R. There are provided a support plate  409  at a place where the end portion  408   a  is connected with the track  401   b  and a support plate  410  at a place where the end portion  408   b  is connected with the track  401   a , respectively. 
     In this ride, the passenger car  402  traveling on the track  401   b  proceeds on the transfer track  408 , passing the aforesaid pivotal point. At this time, the weight balance of the transfer track  408  is lost because the weight of the car  402  is added to the weight of the side of the end portion  408   b , which, in turn, exceeds the weight of the side of the end portion  408   a . As a result, the end portions  408   a  and  408   b  are moved in the direction of arrow S whereby the end portion  408   b  comes into contact with the support plate  410  for support and thus is connected to the track  401   a . In this process, the passengers can experience a feeling of zero gravity associated with the descent of the car  402 . Subsequently, the car  402  continues to travel, transferring from the transfer track  408  to the track  401   a . Upon completion of the transfer of the car  402 , the weight balance of the transfer track  408  is lost again so that the end portions  408   a  and  408   b  are moved in the direction of arrow R. This brings the end portion  408   a  into contact with the support plate  409  for support thereby connecting it with the track  401   b  and thus, the transfer track  408  is returned again to its original position. 
     It is more desirable that the aforesaid support plates  409  and  410  are provided with a damper mechanism for damping an impact of the abutment of the transfer track  408  against these support plates. Alternatively, there may be provided a drive unit for moving the transfer track  408  in the direction of arrow R-S and a sensor for detecting a position of the passenger car  402 , which drive unit is to be actuated according to a position of the car  402  for moving the transfer track  408  in the direction of arrow R-S. 
     Now referring to FIG. 26, description will be given of a sixth embodiment of the present invention. As shown in FIG. 26, the ride of this embodiment comprises a track  411   b  on the car-releasing side of the track  411 , a track  411   a  on the car-receiving side of the track  411 , a passenger car  412  provided with a first engageable portion, and a transfer arm  415  provided with a second engageable portion to engage the first engageable portion for transferring the car  412  from the track  411   b  to the track  411   a . As illustrated by the figure, the track  411   b  is bent downward at an end portion to terminate in a downward slope. The track  411   a  is spaced from the track  411   b  a predetermined distance. An annular ring, for example, may be employed as the first engageable portion  413  of the car  412  whereas a hook, for example, may be employed as the second engageable portion  414 , which is disposed at one end of the transfer arm  415 . The transfer arm  415  has the other end thereof pivotally supported for swinging motion between a position (T-point) for the second engageable portion  414  to receive the car  412  moving from the track  411   b  and a position (U-point) to deliver the car  412  onto the track  411   a . With this system, the passenger car  412  traveling on the track  411   b  falls from the termination of the track  411   b  to T-point thereby bringing the first engageable portion  413  into engagement with the second engageable portion  414  of the transfer arm  415 . Gaining inertia from the car  412 , the transfer arm  415  swings to transfer the car  412  to a point labelled “U” in FIG. 26, thus delivering the car onto the track  411   a . In this process, the passengers can experience the mixed thrilling sensations of a feeling of zero gravity, fear and an impression of speed. Thereafter, the passenger car  412  continues to travel on the track  411   a  by inertia. 
     As to the engagement relation between the first and second engageable portions  413  and  414 , it is desirable to provide a safety mechanism for preventing an easy release of the engageable portions. In such a case, a mechanism for releasing the safety mechanism may be provided at point U. Additionally, it is desirable to provide a guide mechanism at point U for streamlining the transfer of the car  412  onto the track  411   a.    
     There may be provided a drive unit for moving the transfer arm  415  between points T and U and a sensor for detecting a position of the passenger car  412 , the drive unit being actuated based on a position of the car  412  to move the transfer arm  415  between points T and U. An alternative arrangement may be made such that a detection sensor is adapted to detect a traveling speed of the car  412  moving on the track  411   b  so as to synchronize the transfer arm to pivot at the same speed with that of the car  412  moving on the track  411   b , thus bringing the first engageable portion  413  of the car  412  into engagement with the second engageable portion  414  of the transfer arm  415  for transfer of the car  412  onto the track  411   a.    
     It is to be noted that the aforesaid T-point is located below the termination of the track  411   b  in this embodiment, but it may be located at the termination of the track  411   b . Additionally, the tracks  411   a  and  411   b  may be laid in parallel, as shown in FIG.  27 . It is also possible to arrange such that the passenger car  412  is adapted to travel in a horizontal plane. 
     It is to be noted that although the transfer arm  415  is adapted to pivot about the pivotal center in this embodiment, the arrangement is not limited to this. Alternatively, the whole body of the transfer arm  415  may be adapted to move. 
     Now referring to FIGS. 29 and 30, description will be given of a seventh embodiment of the present invention. As seen in FIG. 29, a ride of this embodiment comprises a track  501  having a given trajectory (a part thereof is illustrated in the figure), a passenger car  502  with passengers  503 , for traveling on the track  501 , an exterior structure  504  attached to a portion of the track  501 , and a roll member  505  and a feeding section  506  attached to the exterior structure  504 . A place where the exterior structure  504 , roll member  505  and feeding section  506  are attached to the track  501  is not particularly limited and such components may be provided at several places. 
     Tracks used in various types of rides are applicable to the track  501 , as mentioned above, but in this embodiment, track  501  is comprised of two rails supported by a known structure (not shown in the figure). Similarly, passenger cars used in various types of rides are applicable to the passenger car  502  but the car  502  of the embodiment comprises a car body  502   a  and wheels  502  mounted to the bottom of the car body, as shown in FIG.  30 . 
     As seen in FIG. 29, the exterior structure  504  is formed of styrofoam and other building materials in imitation of a mountain and is supported by a suitable support structure (not shown). The exterior structure is formed with a passage bore  504   a  extending therethrough from one side to the opposite side thereof wherein the track  501  is laid. In addition to the aforesaid mountain, the exterior structure may have other forms imitating various natural objects such as a rocky mountain, a fall, a forest, a huge animal and the like, or of various artificial objects such as buildings, walls, monsters and the like. 
     As shown in FIG. 30, the aforesaid roll member  505  comprises a pair of continuous flat belts  510  and a plurality of parallel sheet-like traveling course closing members  509  extending between and secured to the belts, the traveling course closing members  509  wound around a shaft (not shown) in the form of a roll. The parallel traveling course closing members  509  are spaced from each other by a predetermined distance in this embodiment, but they may be disposed adjacent to each other. 
     As seen in FIG. 30, the aforesaid traveling course closing member  509  comprises a rectangular sheet-like member which is formed of a fragile material, as already described, to be readily broken by a predetermined intensity of impact, or an impact of collision of the car traveling at a predetermined speed in this embodiment. The traveling course closing member of this embodiment is formed of a paper material. The traveling course closing member  509  carries at least on one surface thereof a picture of a scene such as rock which is associated with the exterior structure  504  in the form of a mountain. Similarly to the exterior structure  504 , examples of such a picture includes a variety of scenes. An electrophotographic print is also usable. The traveling course closing member  509  may be provided with perforation at the inner sides of the portions secured to the belts so that the traveling course closing member may be broken from the perforation. 
     Various types of continuous elements may be used as the flat belts  510 , as aforementioned. In this embodiment, the two pieces of flat belts  510  face opposite to each other across the track  501 , so as not to interfere with the passage of the car  502 . 
     The feeding section  506  comprises a pay-out section  507  and a take-up section  508 . The pay-out section  507  removably and rotatably carries the shaft (not shown) of the roll member  505  and is supported by the exterior structure  504  or support structure (not shown). The pay-out section  507  is also provided with a cover  511  for wrapping the roll member  505  therein. 
     The take-up section  508  comprises a take-up shaft  512 , a support (not shown) for removably and rotatably carrying the take-up shaft  512 , a drive motor  514  coupled to the take-up shaft  512  for causing the rotation of the shaft  512  in the direction of the arrow in the figure, a sensor (not shown) for detecting the traveling course closing member  509  assuming a close position, and a control device (not shown) responsive to a detection signal from the sensor to actuate the drive motor  514 . The take-up shaft  512  is provided with pulleys at opposite ends thereof which take up the flat belts thereabout. Incidentally, usable as the aforesaid sensor (not shown) are a variety of sensors such as photoconductive sensors, limit switches or the like. 
     In this embodiment, the pay-out section  507 , roll member  505  and take-up section  508  are disposed at an entrance  504   b  and an exit  504   c  of the passage bore  504   a  in the exterior structure  504 , respectively (See FIG.  29 ). 
     According to this ride, the passenger car  502  travels on the track  501  to collide with the traveling course closing member  509  disposed at the entrance  504   b  of the passage bore  504   a . In this process, the passengers may continue to see the traveling course closing member  509  to the moment just before the car  502  collides with the traveling course closing member  509 . Thus, they may experience the mixed thrilling sensations of fear of collision and an impression of speed of the car  502 . The exterior structure  504  formed in imitation of a mountain and traveling course closing member  509  carrying the picture of rock produces a realistic impression of a collision, which increases the intensity of the fear of collision by the passenger  503 . On the other hand, upon collision of the car  502 , the traveling course closing member  509  is readily broken to open up the track because it is formed of paper or like material. Hence, the passenger car  502  continues to travel on the track  501 . 
     Upon breakage of the traveling course closing member  509 , the sensor (not shown) of the take-up section  508  is turned off. In response to this, the control device (not shown) actuates the drive motor  514  in a predetermined period of time, that is, after the car  502  has left the close position, whereby the flat belts  510  are taken up for guiding the succeeding traveling course closing member  509  to the close position. Subsequently when the aforesaid sensor (not shown) detects the traveling course closing member  509 , the control device (not shown) responds to a signal indicative of the detection to stop the operation of the drive motor  514 . Thus, a new traveling course closing member  509  is set at the close position. In this manner, the traveling course closing members  509  are fed to the traveling course very quickly and continuously. Incidentally, it is also possible to provide a sensor for detecting a passage of the car  502  and supplying a signal indicative of such passage, the signal triggering the operation of the drive motor  514 . 
     Subsequently, the passenger car  502  approaches the exit  504   c  of the exterior structure  504   c  where the same operations as the above are carried out. In the case of a darkened passage bore  504   a , the passengers may be surprised as they are suddenly released in the open. On the other hand, if the interior of the passage bore  504   a  is illuminated and the traveling course closing member  509  carries a suitable picture thereon, the passengers may continue to enjoy a thrilling sensation. 
     When all the traveling course closing members  509  have been rolled out, the unillustrated shaft of the roll member  505  and the take-up shaft  512  of the take-up section  508  are replaced. The traveling course closing members  509  of this embodiment are packed in the form of a roll, and therefore, are easy to carry and to be replaced. 
     Obviously, the exterior structure  504  is not an essential element for offering thrills to the passengers although this embodiment utilizes the exterior structure  504  to produce a realistic visual effect. Additionally, cutters may be provided adjacent the take-up section on lateral opposite inner sides of the two flat belts  510 , respectively, which cutters cut off from the flat belts  510  a broken traveling course closing member  509  as it is taken up. This allows the flat belts  510  to be smoothly taken up. 
     Next with reference to FIGS. 31 and 32, description will be given of an eighth embodiment of the present invention. As shown in FIG. 31, a ride of this embodiment comprises a traveling course closing member  529 , a stock section  515  disposed above the track  501  and containing therein the traveling course closing members  529 , a guide section  516  disposed under the stock section  515  for guiding a traveling course closing member  529  to the closed position, a feeding mechanism  517  for pushing out a traveling course closing member  529  from the stock section  515  to the closed position, a passage detection sensor (not shown) for detecting the car  502  passing by the close position, and a control device (not shown) for controlling the operations of the respective sections. 
     As described above, a variety of materials may be used for the traveling course closing member  529  but this embodiment employs a styrofoam plate-like member, on one surface of which an object such as rock is depicted. 
     The stock section  515  is supported by a support structure (not shown) and comprises a bin  518  for containing the traveling course closing members  529  therein, a biasing mechanism (not shown) for biasing the contained traveling course closing members  529  in the direction of arrow V, and an edge position sensor  519  disposed on a surface of the bin  518  on an end side in a direction indicated by arrow V of the figure. Usable as the biasing mechanism (not shown) is a hydraulic cylinder, air cylinder, spring or the like. A variety of sensors, such as a contactless switch, limit switch or the like, can be used as the edge position sensor  519 . The bin  518  includes a feed port  523  for feeding a traveling course closing member  529  in the bottom surface at an edge in a direction indicated by arrow V, the feed port  523  having a width slightly greater than the lower side of the traveling course closing member  529 . 
     The guide section  516  comprises a pair of slide guides  520  disposed below opposite ends of the feed port  523  in the bin  518 , stays  522  for supporting the slide guides  520  with one end thereof secured to the bin  518  and the other end thereof secured to the slide guide  520 , respectively, pushing cylinders  521  disposed at the respective slide guides  520  as shown in FIG. 32, and pushing members  524  secured to the respective distal ends of piston rods  521   a  of the pushing cylinders  521 . The slide guides  520  comprise members having a U-shaped form and opposing each other at the concave portions thereof, and have stoppers  525  at the lower ends thereof, respectively. The pushing member  524  comprises a stick-like member of a predetermined length contained within the concave portion of each slide guide  520  and provided with guide bars  526  adjacent both ends of the pushing member, the guide bars supported by the slide guide  520 . The pushing member  524  is caused by the pushing cylinder  521  to move in the direction of arrow W-X as stably supported by the slide guide  520 . 
     The aforesaid feeding mechanism  517  comprises an air cylinder. A rodless cylinder is employed by this embodiment but various other drive means, such as a hydraulic cylinder, a combination of motor and driving screw or the like, may be used. 
     The aforesaid control device (not shown) is responsive to a detection signal from the passage detection sensor (not shown) and edge position sensor  519  to control the biasing mechanism (not shown), pushing cylinder  521  and feeding mechanism  517 . 
     According to this ride, the control device (not shown) first actuates the biasing mechanism (not shown) to move a traveling course closing member  529  in the direction of arrow V and stops driving the biasing mechanism in response to the edge position sensor  519  detecting the traveling course closing member  529  set at the feeding position. 
     Subsequently, the control device (not shown) drives the feeding mechanism  517  in the direction of the downward arrow in the figure for feeding a traveling course closing member  529  from the feed port  523  of the bin  518  to the slide guides  520 . During the operation, the pushing members  524  are moved in the direction of arrow W so that the traveling course closing member  529  may be guided at both side ends thereof by the slide guides  520  to a position to close the traveling course of the passenger car  502 . At this time, the passengers may experience the mixed thrilling sensations of a fear of collision and an impression of speed of the car  502 . 
     Then, the passenger car  502  approaching the close position breaks through the traveling course closing member  529 . In response to the passage detection sensor (not shown) detecting the passage of the car  502 , the control device (not shown) causes the pushing cylinders  521  and pushing members  524  to move in the direction of arrow X to thereby discharge the residue of the traveling course closing member  529  from the concaves of the slide guides  520 . Thereafter, the control device causes the pushing cylinders  521  and pushing members  524  to move in the direction of arrow W while actuating the biasing mechanism (not shown) to feed a traveling course closing member  529  to the feed port  523  in the bin  518 . By cycling the above operations, the traveling course closing members  529  may be continuously fed to the close position. 
     In the seventh and eighth embodiments, a similar effect may be attained by projecting an image from a projector on one surface of the traveling course closing member  509  or  529 , instead of providing a picture of a scene on one surface thereof. The eighth embodiment may also be arranged such that a plurality of traveling course closing members  529  contained in the bin are cut off one by one to be fed to the close position by means of a robot which may be of an orthogonal type or an articulated type, or operate hydraulically or electrically. 
     Now referring to FIGS. 33 through 38, description will be given of a ninth of the present invention. As shown in FIG. 33, a ride of this embodiment comprises a track  602  having a given trajectory, a passenger car  601 , with passenger Y, for traveling on the track  602 , an obstacle  603  disposed adjacent the track  602 , and a drive mechanism  604  for advancing/retreating the obstacle  603  with respect to a traveling course of the passenger car  601  along the track  602 . 
     As described above, tracks used in various types of amusement rides may be employed as the aforesaid track  602 . As shown in FIG. 33, the track  602  of the embodiment comprises a pair of rails supported by the known structure (not shown). Likewise, vehicles used in various types of the amusement rides may be used as the passenger car  601 . The car  602  of the embodiment comprises a car body  601   a  and wheels  601   b  mounted to the bottom of the car body  601   a , as illustrated by FIG.  33 . 
     As shown in FIG. 33, the drive mechanism  604  comprises a swinging arm  605  disposed below and along the track  602 , a support base  606  for pivotally supporting the swinging arm  605  in the direction of arrow AA-BB, a mounting base  607  disposed at one end of the swinging arm  605 , a weight  608  disposed at the other end of the swinging arm  605 , an engageable arm  609  mounted to the swinging arm  605 , and engaging rollers  610  mounted to the passenger car  601 . 
     The support base  606  carries the swinging arm  605  on the shaft, as allowing the arm to swing in the direction of arrow AA-BB, as mentioned above. The mounting base  607  serves to fixedly support the obstacle  603  whereas the weight  608  is operative to bias the swinging arm  605  in the direction of arrow BB. The weight  608  has such a weight that the total weight of the weight-side swinging arm  605  and the weight  608  exceeds the total weight of the mounting base-side swinging arm  605 , mounting base  607 , obstacle  603  and engageable arm  609 . Thus, as shown in FIG. 33, the swinging arm  605  is inclined toward the direction of arrow BB to locate the obstacle  603  in the traveling course of the car  602 . 
     As shown in FIG. 33, the engageable arm  609  comprises two substantially L-shaped members, the member having one end (the short portion of the L) secured to the swinging arm  605  on the side of the mounting base  607  and the other end positioned above the traveling course of the track  602 . The respective longer lengths of the engageable arm  609  extend abreast both sides of the track  602  with one portion thereof positioned below the track  602  and the other portion thereof positioned above the track  602 . That is, the longer lengths of the engageable arm  609  is inclined upward along the direction in which the passenger car  601  travels. The engaging rollers  610  are rotatable about the axis and mounted to opposite lateral portions of the car  601  (to rear wheels  601   b  in this embodiment). As the car  601  travels along, the engaging rollers come into engagement with the engageable arm  609 . 
     Dummies or physical objects of various forms may be used as the aforesaid obstacle  603  and a dummy rock is employed by this embodiment. By way of precaution against a case where the passenger car  601  should collide with the obstacle  603 , the obstacle  603  is formed of a fragile styrofoam material while the position of the mounting base  607  when the swinging arm  605  is moved in the direction of arrow BB is so set as to prevent the passing car  601  from colliding with the mounting base  607 . 
     According to this ride, the drive mechanism  604  is normally in a state wherein the weight  608  acts to move the swinging arm  605  in the direction of arrow BB thereby locating the obstacle  603  on the traveling course of the passenger car  601 , as seen in FIG.  33 . When the car  601  with the passengers seated therein proceeds in the direction of arrow CC to approach the engageable arm, the passengers may see the obstacle  603 . This offers the passengers the mixed thrill of fear of a collision and an impression of speed of the running car. 
     The passenger car  601  proceeding further in the direction of arrow CC brings the engaging rollers  610  into engagement with the engageable arm  609 , or into abutment thereagainst to thereby push the engageable arm  609  downward. The working force affects the swinging arm  605  to which the engageable arm  609  is bonded, thereby turning the swinging arm  609  in the direction of arrow AA. As the car  601  proceeds, the obstacle  603  is moved in the direction of arrow AA and thus collision of the car  601  with the obstacle  603  is avoided. 
     When the car  601  proceeds further in the direction of arrow CC to thereby disengage the engaging rollers  610  from the engageable arm  609 , the swinging arm  605  is caused by the weight  608  to move in the direction of arrow BB to return to its original position. 
     Although this embodiment utilizes a dummy rock as the obstacle  603 , as mentioned above, the obstacle  603  may be replaced by another passenger Y′ held on the mounting base  607 , as seen in FIG.  34 . With this arrangement, this passenger can experience the fear of a collision. In this case, it is desirable to provide a holding mechanism  611  for securely holding the passenger onto the mounting base  607 . 
     In this embodiment, the two engageable arms  609  are provided abreast the both sides of the rail track  602  but the arrangement should not be limited to the above. As seen in FIG. 35, one engageable arm  619  may extend centrally between the rail track  602  whereas the passenger car  601  may be provided with an engaging roller  620  at the front portion thereof. 
     Although not particularly illustrated, the aforesaid drive mechanism  604  may be arranged in a vertically symmetrical manner relative to that shown in FIG. 33 or  35 . More specifically, the swinging arm  605 , support base  606 , mounting base  607  and obstacle  603  are disposed above the rail track  602 , the obstacle  603  entering the traveling course of the passenger car  601  from above. In this case, the weight  608  is not necessary because the obstacle  603  descends into the traveling course of the car  601  by gravity. The engaging rollers  610  are required to be disposed at suitable place on the car  601  for ensuring a positive engagement with the engageable arm  609 . Alternatively, the drive mechanism  604  may be disposed laterally of the rail track  602  in a position turned 90° with respect to the position in FIG. 33 or  35 . 
     Further, as shown in FIG. 36, the drive mechanism  604  may comprise a support base  616  disposed above the rail track  602 , a swinging arm  615  carrying an obstacle  603  on one end thereof and having the other end thereof secured to a support base  616 , and engaging rollers  610  mounted to the passenger car  601 . With this arrangement, the car  601  proceeding along the track brings the engaging rollers  610  into engagement with the swinging arm  615  so as to move the swinging arm  615  in the direction of arrow BB and hence, the obstacle  603  is carried out of the traveling course of the car  601 . After the car  601  has passed by to disengage the engaging rollers  610  from the swinging arm  615 , the swinging arm  615  is urged in the direction of arrow AA, thus returning the obstacle  603  to the original position in the traveling course of the car  601 . 
     FIG. 37 illustrates an arrangement wherein the obstacle  603  is moved in a horizontal plane. In the figure, a support base  636  is erected at place laterally of the track  602 . The support base  636 , as shown in FIG. 38, comprises a shaft  632 , a rotatable cylinder  633 , and a helical torsion spring  634 . The rotatable cylinder  633  is rotatable in the direction of arrow DD-EE as biased by the helical torsion spring  634  in the direction of arrow EE. As seen in FIG. 37, an L-shaped swinging arm  635  is secured to the upper portion of the rotatable cylinder  633  while an engageable arm  639  is secured to the lower portion thereof. In a normal state, the engageable arm  639  is under the track  602  so that the obstacle  603  mounted to the distal end of the swinging arm  635  is located in the traveling course of the car  601 . The passenger car  601  proceeding in the direction of arrow CC brings an engaging roller  630  into engagement with the engageable arm  639  thereby moving the engageable arm  639  in the direction of arrow GG and causing the rotatable cylinder  633  to turn in the direction of arrow DD. Thus, the swinging arm  635  is moved in the direction of arrow GG thereby carrying the obstacle  603  out of the traveling course of the car (in the direction of arrow GG). As associated with the passage of the car  601 , the engageable arm  639  and swinging arm  635  are returned to their original positions by the biasing force of the helical torsion spring  634 . 
     An arrangement may be made wherein the aforesaid weight  608  and engageable arm  609  of FIG. 33 are eliminated and provided instead are a driving motor for rotating a support shaft on which the support base  606  carries the swinging arm  605 , a sensor adjacent the track  602  for detecting a passage of the car  601 , and a control device for controlling the driving motor. The control device responds to a detection signal from the sensor to actuate the driving motor for moving the swinging arm  605  in the direction of arrow AA in FIG.  33  and thus, the obstacle  603  is carried out of the traveling course of the car. In a predetermined period of time (a sufficient time period for the car  601  to pass by the place of the obstacle), the control device actuates the driving motor again to move the swinging arm  605  in the direction of arrow BB in FIG. 33 so that the obstacle is returned into the traveling course of the car. 
     The principals of levers are applied to the arrangements of the above embodiments, but the embodiments are not limited to the above. Although not particularly illustrated, there may be utilized an air cylinder, hydraulic cylinder or the like, for example, to cause the mounting base  607  to advance into or retreat from the traveling course of the car  601 . In addition, a control device for driving the air cylinder, hydraulic cylinder or the like and a sensor for detecting a passage of the car  601  may be provided. The control device is adapted to respond to a detection signal from the sensor for actuating the air cylinder, hydraulic cylinder or the like thereby moving the obstacle  603  out of the traveling course of the car. In a predetermined period of time (sufficient time period for the car  601  to pass by the place of the obstacle), the control device again drives the air cylinder, hydraulic cylinder or the like to return the obstacle into the traveling course of the car. 
     Now referring to FIG. 39, description will be given of a tenth embodiment of the present invention. 
     As seen in the figure, a ride of this embodiment comprises a passenger car  701 , a track  706  and an obstacle  707 . 
     The passenger car  701  comprises a car body  702 , a seating section  703 , wheels  704  for engaging the track  706  and a lifting mechanism  705  for vertically moving the seating section  703 . The structure of the passenger car employed by a variety of the amusement rides is applicable to the principal construction of the car body  702 . Examples of such cars include a self-propelled type car and a coaster-type car, or a car traveling on a monorail or double rails. The car body  702  includes a recess  702   b  for securely holding the seating section  703 . The construction of a car used in a variety of the amusement rides is applicable to the wheels  704 , which are adapted to prevent the disengagement thereof from the track  706 . 
     The aforesaid seating section  703  is formed like a capsule, as shown in the figure, and contains therein a seat (not shown) for seating a passenger. The seating section  703  has a concave portion  703   a  at the bottom for engaging a convex portion  702   a  of the car body  702 . 
     The aforesaid lifting mechanism  705  is constructed as a so-called jack, and comprises arms  705   a  and  705   b  continuously coupled to each other, and hydraulic cylinders  705   c  and  705   d , as shown in the figure. The arm  705   a  is connected to the car body  702  whereas the arm  705   b  is connected to the seating section  703 , respectively. The arms  705   a  and  705   b  are extended by extending piston rods of the hydraulic cylinders  705   c  and  705   d , and are folded down by retracting the piston rods. The seating section  703  is vertically moved in this manner. The car body  702  contains therein a so-called hydraulic unit (not shown) comprising a tank and a pump which is adapted to supply a high-pressure oil to the hydraulic cylinders  705   c  and  705   d  via an electromagnetic valve assembly for driving the cylinders. The car body  702  also includes therein a control unit (not shown) for controlling the electromagnetic valve assembly and hydraulic unit. In this case, the electromagnetic valve assembly may be closed/opened by means of operation at the seating section  703  or of remote control. Alternatively, a detecting device is mounted to the car body  702  such that upon detection of a target object, a signal indicative of the detection of the target object is supplied to the control unit which, in turn, causes the electromagnetic valve assembly to open/close by means of a sequence circuit or program stored therein. In this embodiment, such target objects are disposed before the obstacle  707  as seen in the traveling direction of the car  701  as well as at different places adjacent the track  706 . 
     The structure of tracks used in a variety of the amusement rides is applicable to the track  706 . For example, the track may comprise a single rail like a monorail, but the present embodiment adopts double rails, as illustrated in the FIG. 39, which rest on a known support structure (not shown). 
     The obstacle  707  is disposed within the traveling course of the passenger car  701 , as carried by a support arm  708  which is supported by the aforesaid known support structure (not shown). The obstacle  707  formed of a fragile material such as styrofoam would ensure the safety of the passenger if the car  701  should collide with the obstacle  707 . 
     According to the amusement ride of the foregoing construction, the passenger car  701  with a passenger seated in the seating section  703  first travels on the track  706  of a given trajectory. At this time, the seating section  703  is lowered, resting on the car body  702 . 
     When the passenger car  701  is traveling in this state, if the detecting device detects a target object disposed at any of the different places and supplies a detection signal to the control unit (not shown), the control unit (not shown) actuates the hydraulic cylinders  705   c  and  705   d  of the lifting mechanism  705  by means of the electric valve assembly to thereby vertically move the seating section  703  intermittently or continuously. This allows the passenger to experience a feeling of speed as the car proceeds forward as well as a sensation as the seating section is vertically moved. Thus an extraordinary sensation is produced with an enhanced element of amusement. 
     When the passenger car  701  approaches the obstacle  707 , the passenger may see the obstacle  707 , seized with fear for the car colliding with the obstacle  707 . Subsequently, the detecting device detecting the target object supplies a detection signal to the control unit (not shown) which, in turn, actuates the hydraulic cylinders  705   c  and  705   d  of the lifting mechanism  705  by means of the electromagnetic valve assembly to thereby raise the seating section  703 . This allows the obstacle to relatively pass through a space between the seating section  703  and the car body  702  and thus, the collision of the seating section  703  with the obstacle  707  is avoided. After the car has passed by the obstacle, the control unit (not shown) actuates the hydraulic cylinders  705   a  and  705   b  of the lifting mechanism  705  by means of the electromagnetic valve assembly to lower the seating section  703 . Thus, the seating section  703  is returned to its original position in the car body  702 . In this manner, the passenger may experience the mixed thrill of fear and the impression of the speed of the running car, enjoying a ride with a further enhanced element of amusement. 
     The above embodiment has an arrangement wherein the hydraulic cylinders  705   c  and  705   d  are adapted to vertically move the seating section  703  by means of the arms  705   a  and  705   b . Alternatively, the hydraulic cylinders may be adapted to directly cause a vertical movement of the seating section  703 . In this case, a cylinder side (not shown) of the hydraulic cylinder may be received in and secured to the interior of the car body  702  and a distal end of a piston rod may be secured to the bottom of the seating section  703 . It is noted that the number of the hydraulic cylinders is not limited and that even one cylinder is sufficient as long as a stable lifting of the seating section  703  is ensured. 
     The above lifting mechanism  705  employs a hydraulic cylinder, but is not limited to this means and other means are also usable. For example, the lifting mechanism may comprise an air cylinder or ball screw. In case where an air cylinder is utilized, the aforesaid hydraulic unit may be replaced by a compressor contained in the car body  702  whereby compressed air may be supplied to the air cylinder. In the case where a ball screw is utilized, a screw shaft (male screw) may be erected from the car body  702  and a female screw may be mounted to the seating section  703  for engagement therewith, the screw shaft being driven by a motor. 
     FIG. 40 illustrates the passenger car  701  wherein the seating section  703  is movable in the direction of arrow HH-II. Applicable to a drive mechanism for moving the seating section  703  in the direction of arrow HH-II is a slide unit  710  utilizing a hydraulic cylinder, air cylinder or ball screw. The slide unit  710  comprises a sliding base having a flat, smooth slide surface, a saddle adapted to slide on the sliding base, and any one of a hydraulic cylinder, air cylinder or ball screw, or similar means for moving the saddle in the direction of arrow HH-II. The seating section  703  is secured to the upper surface of the saddle. With this type of passenger car  701 , the passenger may experience an extraordinarily unusual sensation as the passenger is moved laterally while proceeding forward. At the same time, the passenger may also experience a scary sensation as the passenger finds him/herself carried out of the rail track  706  as well as the car body  702 . Further, in circumventing the obstacle  707 , the passenger passes laterally of the obstacle, and may be seized with a different kind of fear from that experienced in the foregoing embodiments. 
     Alternatively, as shown in FIG. 41, a passenger car  701  carries the seating section  703  which has the lateral side portion thereof secured to the car body  702  by way of a shaft so as to be rotatable in the direction of arrow JJ-KK. As a drive mechanism for moving the seating section in the direction of arrow JJ-KK, a hydraulic cylinder, air cylinder, motor or the like may be employed. More specifically, if a hydraulic cylinder or air cylinder is utilized, a support shaft coupled to the seating section  703  is provided with an arm, the distal end of which is connected to a distal end of a piston rod. If a motor is utilized, the aforesaid support shaft is provided with a gear or pulley such that a driving force of the motor is transmitted by means of the gear or a timing belt. With this type of passenger car  701 , the passenger may experience an extraordinarily unusual sensation as the passenger is turned laterally while proceeding forward. Additionally, the passenger may have a scary sensation as the passenger is seized with fear for falling off the seating section  703 . It is to be noted that the passenger wearing a seat belt is protected from falling off, and thus is assured safety. The car  701  passes by the obstacle  707  with the seating section  703  turned laterally in the direction of arrow JJ. 
     FIG. 42 illustrates a passenger car  701  wherein the seating section  703  has the front end portion secured to the car body  702  by means of a shaft as being pivotable in the direction of arrow LL-MM. As a drive mechanism for moving the seating section  703  in the direction of arrow LL-MM, a hydraulic cylinder, air cylinder, motor or like means may be employed. A similar construction to the foregoing is applicable to the specific construction of the drive mechanism. In this type of passenger car  701 , when the seating section  703  is pivoted in the direction of arrow LL, it sinks into the car body  702 , as shown in FIG.  43 . This also offers the passenger an extraordinarily unusual sensation. Incidentally, the passenger car  701  passes by the obstacle  707  while the seating section  703  is pivoted in the direction of arrow LL. 
     Now referring to FIG. 44, description will be given of an eleventh embodiment of the present invention. 
     As seen in the figure, an amusement ride of this embodiment comprises a passenger car  711 , a primary track  717 , an auxiliary track  718  and an obstacle  719 . 
     The passenger car  711  comprises a car body  712 , a seating section  713 , wheels  714 , a connecting arm  715  and an auxiliary wheel  716 . 
     The seating section  713  is movable apart from the car body  712 . The car body  712  is formed with a concave  712   a  in the upper surface thereof while on the other hand, the bottom surface of the seating section  713  is formed like a convex such that the seating section  713  may be stably seated within the car body  712 . 
     As shown in FIG. 44, the connecting arm  715  is mounted to one side of the car body  712 , and one end of arm  715  connected to the fore portion of the car body  712  and carried on a shaft so as to be capable of pivoting in the direction of arrow MM-NN. On the other hand, the connecting arm  715  has the other end thereof connected to the seating section  713  for carrying the seating section  713  on a shaft. 
     The auxiliary wheel  716  is mounted on the seating section  713  at a side opposite to the connecting arm  715  and is rotatably carried on a shaft. 
     As a primary track  717 , there may be employed a track used in various types of the known amusement rides. The track of this embodiment comprises, as shown in FIG. 44, a pair of rails supported by the known support structure (not shown). 
     The auxiliary track  718  is laid above the primary track  717  for engagement with the auxiliary wheel  716  and moves upward in the shape of a wave forming a crest portion. Similarly to the primary track  717 , it is supported by the known support structure (not shown). 
     The obstacle  719  is positioned below the crest portion of the auxiliary track  718  and within the traveling course of the passenger car  711 , as supported by the aforesaid known support structure (not shown). If a dummy rock or the like is utilized as the obstacle  719 , the ride may offer a further enhanced element of amusement. 
     According to the amusement ride of the above construction, the car  711  with the passenger seated in the seating section  714  first travels on the primary track  717 . Then, engaging the auxiliary track  718 , the auxiliary wheel  716  of the car  711  proceeds along the auxiliary track  718 . When the auxiliary wheel  716  proceeds along an upward incline of the auxiliary track  718 , the seating section  713  is moved upward as supported by the connecting arm  715 , auxiliary wheel  716  and auxiliary track  718  thereby circumventing the obstacle  719  disposed in the traveling course of the car. When the auxiliary wheel  716  proceeds along the downward incline of the auxiliary track  718 , the seating section  713  is moved downward and returned to its original position. Just as in the case of the tenth embodiment, the passenger may experience unprecedented sensations as subjected to a fast forward movement as well as a vertical movement. Thus, the passenger may enjoy a ride with an enhanced element of amusement. The obstacle  719  is disposed at a place such that the passenger may see the obstacle  719  before the seating section  713  starts to be elevated along the auxiliary track  718 , and therefore, the passenger may experience the mixed sensations of fear of collision with the obstacle  714  and an impression of the speed of the running car. Hence, the ride offers a further enhanced element of amusement. 
     FIG. 45 illustrates a modification of the ride of the embodiment of FIG.  44 . As seen in the figure, the ride has a construction further including a second auxiliary wheel  720  and a second auxiliary track  721  of the same arrangement as the aforesaid first auxiliary wheel  716  and auxiliary track  718 . With this construction, the seating section  713  is supported in a more stable manner by means of the two auxiliary wheels  716  and  720  and the two auxiliary tracks  718  and  721 . 
     In addition, another connecting arm may be mounted to a side opposite to the aforesaid connecting arm  715 . However, it is to be noted that this arrangement makes it impossible to locate the obstacle  719  within the traveling course of the car  711 . 
     Next, with reference to FIG. 46, description will be given of a twelfth embodiment of the present invention. 
     As seen in the figure, a ride of this embodiment comprises a passenger car  801 , a first track  806  and a second track  807  constituting a track, and an obstacle  808 . 
     The first and second tracks  806  and  807  comprise a pair of rails extending in parallel as shown in FIG.  46 . The rails used in various types of the known amusement rides are applicable to such tracks. Incidentally, the first and second tracks  806  and  807  are supported by an unillustrated support structure. The second track  807  is laid laterally outwardly of and at a slightly higher level than the first track  806 . The second track  807  is formed as a vertical wave which crests at a predetermined point. Incidentally, the track comprised of the first and second tracks  806  and  807  may have a wave-like trajectory throughout their respective lengths. 
     The passenger car  801  is of a self-propelled type or a coaster type, and comprises a car body  802 , front wheels  803 , rear wheels  804  and a seating section  805 . Components used in various types of the amusement rides are applicable to the car body  802 , front wheels  803 , rear wheels  804  and seating section  805 , respectively. One or more passengers Y are seated in seating section  805 . It is particularly noted that a seating section  805  equipped with a retaining device for securely retaining the passenger Y is preferred. 
     The passenger car has the front wheels  803  engaged with the first track  806  and the rear wheels engaged with the second track  807 . A rear wheel section has, in addition to the rear wheels  804 , auxiliary wheels  804   a  which are engaged with the first track  806 . The auxiliary wheels  804   a  are designed to support the car body  802  during a movement in a normal position so as to decrease a load on the rear wheels  804 . Accordingly, they are not particularly required if the rear wheels  804  and second track  807  have sufficient strength. The front wheel  803  and rear wheel  804  each have an arrangement wherein two wheels are vertically positioned relative to each other to thereby grip the first track  806  and second track  807  therebetween, respectively. However, the arrangement is not limited to the above, and another wheel contacting the side of the track may also be added so that the track may be griped between the three wheels. Such an arrangement can more assuredly prevent the wheel from being disengaged from the track. 
     The aforesaid obstacle  808 , supported by the aforesaid support structure (not shown), is disposed downstream of a vertical wave portion  809  in the direction of arrow OO (direction in which the car  801  travels) and above the traveling course of the car  801 . It is preferred to form the obstacle  707  from a fragile material such as styrofoam, because such a fragile material would ensure the protection of the passengers against injury if the car  701  should collide with the obstacle  808 . If a dummy rock or the like is used as the obstacle, the ride will offer a further enhanced element of amusement. 
     According to the ride of the above construction, the car  801  with the passengers seated in the seating section  805  first travels along the first and second tracks  806  and  807  in a substantially horizontal position. Subsequently, when the passenger car  801  travels along the vertical wave portion  809 , the front wheels  803  proceed along the first track  806  and the rear wheels  804  proceed along the second track  807 , respectively. As a result, the car  801  is inclined with the front wheels  803  positioned at a relatively lower level and the rear wheels  804  positioned at a relatively higher level, as shown in FIG.  46 . In this process, as shown in the figure, the passengers may see the obstacle  808  ahead of them to be seized with fear of a collision with the obstacle  808 . 
     Subsequently, while the rear wheels are moving along a downward slope of the second track  807 , the car  801  is inclined at a progressively decreasing angle to assume a horizontal position. In this position, the passenger car  801  passes below the obstacle  808  as moving along the first and second tracks  806  and  807 . 
     As described above, the ride of the above construction provides a variation of the movement of the car locally, such as an upward inclination and downward inclination, in addition to the variation of the track as a whole formed by the first and second tracks. Thus, the ride can offer greater amusement than conventional rides. If the aforesaid vertical wave  809  is provided at a place where the track as a whole is declined, the passenger car  801  will be inclined at an even greater angle with respect to the horizontal plane so that the passengers may feel an even greater intensity of thrill. However, the car  801  actually travels at a speed corresponding to an inclination of the track as a whole with respect to the horizontal plane, which speed is lower than that should correspond to an apparent inclination of the car  801  and hence, the car  801  is easier to control. 
     Additionally, the passengers may be seized with the fear of a collision with the obstacle  808 , as described above, and hence, they may experience the mixed thrill of such a fear and an impression of the speed of the running car. Thus, the ride offers an even enhanced element of amusement. 
     Now referring to FIGS. 47 and 48, description will be given of a thirteenth embodiment of the present invention. 
     As seen in FIG. 47, a ride of this embodiment has the same construction as the twelfth embodiment except for the structure of the second track  807  and that the auxiliary wheels  804   a  are eliminated. 
     More specifically, the ride of this embodiment has the second track  807  disposed under the first track  806  and formed in the shape of a wave so as to form a trough at a predetermined place. 
     In this ride, the passenger car  801  is inclined at a vertical wave portion  819  with the front wheels  803  positioned at a relatively higher level and the rear wheels  804  positioned at a relatively lower level. This also subjects the passengers to a vertical movement locally, thus offering an enhanced element of amusement. If the vertical wave portion  819  is provided at a place where the track as a whole is inclined upwardly, the passenger car  801  will be inclined at an even greater angle with respect to the horizontal plane so that the passengers may feel a greater intensity of thrills. However, the car actually travels at a speed corresponding to an angle of the upward inclination of the track as a whole and hence, the passenger car  801  does not slow down as much as it normally does when ascending the apparent incline. As a result, the car  801  proceeds smoothly. 
     If the obstacle  808  is disposed in the traveling course of the passenger car  801 , the car  801  may be arranged as shown in FIG.  48 . More specifically, in this case, the car body  802  may be provided with arms  810  extending forward. Arms  810  are then provided with front wheels  803 . With this arrangement, only the front wheels  803  are positioned above the first track  806  so that the obstacle  808  may be positioned as close as possible to the first track  806 . Accordingly, the passengers may be seized with fear, feeling as if they were really about to collide with the obstacle. Incidentally, the passenger car  801  can readily pass under the obstacle  808 . 
     Although the twelfth and thirteenth embodiments have an arrangement wherein the second track  807  includes a vertical wave portion therein, the first track  806  may include a vertical wave portion therein or both the first and second tracks  806  and  807  may include vertical wave portions therein. If both the tracks include vertical wave portions therein, the vertical position of the traveling car  801  will vary in a more complicated manner, and hence, variations of the movement of the passenger car will be increased. 
     Now referring to FIG. 49, description will be given of a fourteenth embodiment of the present invention. 
     As seen in the figure, a ride of this embodiment comprises a first passenger car  901 , a second passenger car  902 , a first track  903 , a second track  904  and a halting mechanism  905 . 
     The first track  903  comprises a pair of rails extending parallel to each other, as shown in FIG.  49 . Rails used in various types of the amusement rides are usable as the rails of the embodiment. The first track  903  is supported by a support structure not shown in the figure. 
     As seen in FIG. 49, the second passenger car  902  is a self-propelled or coaster type four-wheeled car which comprises a car body  902   a , a seating section  902   b  and tires  902   c . The seating section  902   b  is provided with a seat belt  902   d  for retaining a passenger Y. 
     The first passenger car  901  is of a self-propelled or coaster type and comprises a car body  906 , a wheel section  907 , a locking mechanism  908  and a releasing mechanism  909 . The wheel section  907  comprises sets of two wheels vertically disposed relative to each other, the respective sets of wheels being mounted to opposite side ends of the fore and rear portions of the car body  906 . The wheel section  907  engages the rails by means of the respective sets of two wheels gripping the rails therebetween. This embodiment is so arranged that the rail is gripped between the two wheels, but the invention is not limited to this configuration. For example, another wheel contacting the side of the rail may be added such that the rail is gripped by the three wheels. Such an arrangement provides a more positive prevention of the disengagement of the wheels from the rail. 
     As seen in FIG. 49, the aforesaid car body  906  comprises a hollow box, the top surface of which defines a mounting surface  906   a  and which is formed with ridges  906   b  on opposite sides. The mounting surface  906   a  carries the second passenger car  902  thereon. 
     As shown in FIG. 50, the locking mechanism  908  comprises a wheel stopper  908   a , a helical torsion spring  908   b  and a rear wall  906   c  disposed at the rear portion of the car body  906 . The wheel stopper  908   a  is located in front of each front wheel of the second car  902  and is shaped like a quadrangular prism, as illustrated in FIG.  50 . The wheel stopper  908   a  is supported by a support shaft  908   c  at one of the apexes of the prism so as to be pivotable in the direction of arrow PP-QQ. The wheel stopper  908   a  is fitted in a hole defined in the top surface of the car body  906 , with the upper half thereof projected upwardly from the mounting surface  906   a  so that the tire  902   c  of the second car  902  contacts one of the surfaces of the projected portion for establishing a locked relation. As shown in FIG. 51, a surface opposite to the locking surface of the wheel stopper  908   a  is recessed to define a recess  908   d . The recess  908   a  is formed by recessing the aforesaid surface with an extension of small thickness left at the lowermost apex of the stopper. 
     The helical torsion spring  908   b  is secured to the interior of the car body  906  and contacts the lower rear surface of the wheel stopper  908   a  for biasing the wheel stopper  908   a  in the direction of arrow PP. 
     As shown in FIG. 50, the releasing mechanism  909  comprises an abutment section  909   a , engageable shaft  909   b , a helical compression spring  909   c  and a guide barrel  909   d , which members are provided in pairs correspondingly to the locking mechanism  908 . The abutment section  909   a  is fitted in an aperture defined in the front side surface of the car body  906 . The fore portion of the abutment section  909   a  projects from the front side surface of the car body  906  and the rear portion thereof contacts the interior surface of the car body  906 . The abutment section  909   a  is movable in the direction of arrow RR-SS as guided by the interior surface of the car body  906  at portions where the abutment section  909   a  contacts as fitted in the car body. The engageable shaft  909   b  has one end secured to the rear end surface of the abutment section  909   a  and the other end fitted in the guide barrel  909   d , which will be described later. The engageable shaft  909   b  includes a depression  909   e  formed generally at the center thereof which is engaged with the lowermost apex of the wheel stopper  908   a . It is to be noted that the engageable shaft  909   b  and abutment section  909   a  may be integrally formed. 
     The guide barrel  909   d  is formed by a member and the bottom surface of the car body  906  and shaped like a cylinder opening at on end thereof and closed at the other end thereof. The guide barrel  909   d  is secured to the bottom of the car body  906  concentrically with the engaging shaft  909   b . As described above, the guide barrel  909   d  fittingly receives the other end of the engageable shaft  909   b  so that the engageable shaft  909   b  may slide in the direction of arrow RR-SS as guided by the guide barrel  909   d . The helical compression spring  909   c  is interposed between the closed end portion of the guide barrel  909   d  and the engageable shaft  909   b  for biasing the engageable shaft  909   b  in the direction of arrow SS. The biasing force of the helical compression spring  909   c  combines with that of the helical torsion spring  908   b  to bias the wheel stopper in the direction of arrow PP. If the helical compression spring exerts a sufficient biasing force, the helical torsion spring  908   b  is not necessary. 
     As seen in FIG. 49, the second track  904  comprises a pier-like structure disposed on an extension line of the first track  903 , the top surface of which defines a traveling surface  904   a . The traveling surface  904   b  is provided with ridges on opposite sides thereof. The rear end surface of the second track  904  provides for the halting mechanism  905 . 
     It is preferred to provide a shock damper  910  for damping an impact of the first car  901  colliding with the halting mechanism  905 . The shock damper  910  comprises a receiving shaft  910   a  having a resilient body at the distal end thereof, and a helical compression spring  910   b . In this embodiment, a pair of the receiving shaft  910   a  and helical compression spring  910   b  is each provided at the front portion of the first car  901  and at the halting mechanism  905 . A positional relationship between the abutment section  909   a  of the releasing mechanism  909  and the receiving shafts  910   a  is made such that immediately after the abutment section  909   a  abuts against halting mechanism  905 , the receiving shafts on both sides come into contact with each other. It is to be noted that the receiving shaft  910   a  and helical compression spring  910   b  are not necessarily mounted to both the first car  901  and the halting mechanism  905  and may be mounted to either of them. In this manner, the impact of the aforesaid collision may be absorbed/damped by way of deformation of the helical compression spring  910   b  and the resilient body. 
     According to this ride, the second car  902  is first mounted on the first car  901  with a passenger seated in the seating section  902   b  of the second car  902 . At this time, the abutment section  909   a  of the releasing mechanism  909  and engageable shaft  909   b  are moved in the direction of arrow SS. As associated with this, as shown in FIG. 51, the helical torsion spring  908   b  and depression  909   e  operate to maintain the wheel stopper  908   a  pivoted in the direction of arrow PP, whereby the wheel stopper  908   a  prohibits the second car  902  from moving forward. On the other hand, the rear wall  906   c  of the car body  906  prohibits the second car  902  from moving backward. Thus, the second car  902  is prohibited from moving forward or backward by the wheel stoppers  908   a  and the rear wall  906   c . In addition, the ridges  906   b  of the car body  906  prevents the second car  902  from moving laterally to fall off the car body  906 . 
     In this state, the first car  901  travels on the first track  903  at a predetermined speed. At the halting mechanism  905 , the first car  901  collides therewith. In the collision, the abutment section  909   a  of the releasing mechanism  909  first abuts against the halting mechanism  905  whereby the abutment section  909   a  and engageable shaft  909   b  of the releasing mechanism  909  are moved in the direction of arrow RR as shown in FIG.  52 . This causes the wheel stopper  908   a  engaged with the depression  909   e  to rotate in the direction of arrow QQ to thereby assume a position shown in FIG.  52 . More specifically, the surface of the wheel stopper  908   a  for locking the second car  902  becomes substantially flush with the mounting surface  906   a.    
     This releases the second car  902  for forward movement, whereby the second car  902  is released forward by inertia preserving its kinetic energy before the collision and second car  902  transfers onto the second track  904 , continuing to travel on the second track  904 . Incidentally, the safety of the passenger Y is ensured by the seat belt  902   d.    
     In the first car  901 , on the other hand, after the abutment section  909   a  of the releasing mechanism  909  abuts against the halting mechanism  905 , the receiving shafts  910   a  of the shock dampers  910  on both sides come into contact with each other thereby damping an impact of the collision by means of the resilient bodies and helical compression springs  910   b  of the receiving shafts  910   a . Accordingly, the first car  901  receives a very small impact as it collides with the halting mechanism  901 . 
     According to this ride, as described above, the passenger may experience the mixed thrills of a feeling of speed while riding on the first car  901 , and fear and stress caused by the first car  901  colliding with the halting mechanism  905 . Additionally, the passenger may enjoy an unprecedented, unique, very amusing ride wherein the second car  902  carrying the passenger transfers from the first track  903  onto the second track  904 . 
     Now referring to FIG. 53, description will be given of a fifteenth embodiment of the present invention. 
     As seen in the figure, a ride of this embodiment has the same construction as the fourteenth embodiment except for a part of the structure of the locking mechanism  908  and releasing mechanism  909 , and therefore, the detailed description of similar portions will be omitted. 
     The locking mechanism  908  comprises a wheel stopper  911  and a helical torsion spring  912 , as shown in FIG.  53 . The wheel stopper  908  comprises, as illustrated by the figure, a member having a U-shaped sectional form which is supported by a support shaft  911   a  so as to be able to pivot in the direction of arrow TT-UU. The helical torsion spring  912  is secured to the interior surface of the car body  906  for biasing the wheel stopper  911  in the direction of arrow TT. In a normal state, as shown in the figure, the wheel stopper  911  has one end portion thereof caught on the edge of a hole in the car body  906  and thus is prohibited from turning in the direction of arrow TT. In this manner, the wheel stopper prohibits the second car  902  from moving forward. 
     As seen in FIG. 53, the releasing mechanism  909  has a different construction from the fourteenth embodiment, wherein instead of being directly engaged, the wheel stopper  911  and engageable shaft  909   b  are in an indirect engagement relation by means of a wire rope  913 . More specifically, the wire rope  913  is entrained about a pulley  915  with one end thereof secured to a lower end of the wheel stopper  911  and the other end thereof secured to the engageable shaft  909   b . The pulley  915  is rotatably mounted to a support shaft  914  disposed within the car body  906 . 
     When the first car  901  collides with the halting mechanism  905  to move the abutment section  909   a  and engageable shaft  909   b  in the direction indicated by the arrow RR, the wheel stopper  911  is turned in the direction of arrow UU by means of the wire rope  913  to thereby release the second car  902  for forward movement. 
     Additionally, the rides of the fourteenth and fifteenth embodiments may have an arrangement wherein the second track has a missing portion therein, as shown in FIG.  54 . 
     As seen in the figure, of the divided track sections of the second track  904 , a track section  904   c  on the upstream side in the direction of travel of the second car  902  has a rising slope in the form of an upward curve, whereas a track section  904   d  on the downstream side is convexly curved. More specifically, the second car  902  runs through the upstream-side track section  904   c  at a predetermined speed by inertia to be released aslant upwardly therefrom and then transfers onto the downstream-side track section  904   d . The downstream-side track section  904   d  is curved in the form of a convex on the side of the missing portion, thus allowing the second car  902  to transfer smoothly. 
     This offers the passenger the mixed thrills of fear and stress as the second car  902  jumps over the missing portion of the second track  904 . Hence, the passengers may enjoy a ride of a further enhanced degree of amusement. 
     Alternatively, an arrangement may be made such that plural sets of the first car  901 , second car  902 , first track  903 , second track  904  and halting mechanism  905  are provided, as shown in FIG.  55 . The downstream-side track section  904   d  of the second track  904  has a width greater than a total lateral width of the first tracks  903 . Such an arrangement allows a plurality of passengers to enjoy the ride racing with each other and hence, the ride offers a further enhanced element of amusement. 
     While the present invention has been illustrated by means of certain preferred embodiments, one of ordinary skill in the art will understand that additions, deletions, substitutions and modifications can be made while still remaining within the spirit and scope of the present invention. The scope of the present invention is determined solely by the appended claims.