Patent Publication Number: US-11654374-B2

Title: Systems and methods for maneuvering a vehicle

Description:
CROSS REFERENCE TO RELATED APPLICATION 
     This application is a continuation of U.S. patent application Ser. No. 16/251,916, filed on Jan. 18, 2019, entitled “Systems and Methods for Maneuvering a Vehicle”, which claims benefit of U.S. Provisional Application Ser. No. 62/789,120, filed Jan. 7, 2019, entitled “Systems and Methods for Maneuvering a Vehicle,” both of which are hereby incorporated by reference in their entirety for all purposes. 
    
    
     BACKGROUND 
     The present disclosure relates generally to amusement park-style rides, and more specifically to techniques for achieving particular movements or maneuvers of ride vehicles along a path. 
     Many amusement park-style rides include ride vehicles that carry guests along a ride path, such as a ride path defined by a track (e.g., a guide rail). Such traditional amusement park rides are subject to certain constraints. For example, vehicle maneuvers are limited by aspects of the ride systems. As a specific example, minimum turn radiuses along the path of a traditional system may restrict movement of a ride vehicle while passing along turns in the path. As another example, aspects of the ride vehicle (e.g., a turn radius of the ride vehicle) may prevent certain movements in conjunction with other traditional system components. Thus, it is now recognized that traditional ride systems can constrain maneuvers of ride vehicles and prevent the provision of desired user experiences. 
     This section is intended to introduce the reader to various aspects of art that may be related to various aspects of the present techniques, which are described and/or claimed below. This discussion is believed to be helpful in providing the reader with background information to facilitate a better understanding of the various aspects of the present disclosure. Accordingly, it should be understood that these statements are to be read in this light, and not as admissions of prior art. 
     BRIEF DESCRIPTION 
     Certain embodiments commensurate in scope with the originally claimed subject matter are summarized below. These embodiments are not intended to limit the scope of the claimed subject matter, but rather these embodiments are intended only to provide a brief summary of possible forms of the subject matter. Indeed, the subject matter may encompass a variety of forms that may be similar to or different from the embodiments set forth below. 
     In an embodiment, an amusement park ride vehicle includes a chassis, a cabin, a slider, and a rotator. The chassis is configured to direct the ride vehicle along a ride path in a direction of travel. The cabin is configured to hold one or more passengers. The slider is configured to translate between a neutral and cantilevered position relative to the chassis in a direction substantially transverse to the direction of travel and to carry the rotator and the cabin along the direction substantially transverse to the direction of travel. The rotator is coupled between the slider and the cabin, and is configured to rotate the cabin relative to the slider. 
     In an embodiment, an amusement park ride system includes a guide rail and a ride vehicle. The guide rail defines a ride path and includes a bend that defines a turn. The ride vehicle includes a chassis, a slider, a cabin, and a rotator. The chassis is configured to couple to the guide rail and to direct the ride vehicle along the guide rail in a direction of travel. The slider is configured to laterally translate in a direction substantially transverse to the direction of travel and to carry the rotator and the cabin along the direction substantially transverse to the direction of travel. The cabin is configured to house one or more guests. The rotator is coupled between the slider and the cabin, and is configured to rotate the cabin relative to the slider. 
     A method includes directing a ride vehicle along a guide rail defining a ride path in a direction of travel toward a turn, actuating a slider to laterally actuate a cabin of the ride vehicle in a first linear direction substantially transverse to the direction of travel, from a neutral position toward a first side of the ride vehicle aligned with an outside of the turn, actuating a rotator to rotate the cabin of the ride vehicle in a first rotational direction opposite of a turn direction, wherein the rotator is disposed between the cabin and the slider, directing the ride vehicle along the guide rail in the direction of travel through the turn, actuating the slider to laterally actuate the cabin of the ride vehicle in a second linear direction, opposite the first linear direction, toward a central plane of the ride vehicle, returning the cabin to the neutral position, and actuating a rotator to rotate the cabin of the ride vehicle in a second rotational direction, opposite the first rotational direction. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       These and other features, aspects, and advantages of the present disclosure will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein: 
         FIG.  1    is a perspective view of one embodiment of a ride vehicle of an amusement park ride system, in accordance with aspects of the present disclosure; 
         FIG.  2    is a perspective view of the ride vehicle of the amusement park ride system of  FIG.  1   , at an apex of a turn, in accordance with aspects of the present disclosure; 
         FIG.  3    is a schematic of a control system for the ride vehicle of  FIGS.  1  and  2   , in accordance with aspects of the present disclosure; 
         FIG.  4    is a flow chart of a process for simulating a sharp turn with the ride vehicle, in accordance with aspects of the present disclosure; 
         FIG.  5    is a perspective view of a slider of the ride vehicle of  FIG.  3   , including a carriage that moves along parallel rails, in accordance with aspects of the present disclosure; 
         FIG.  6    is a perspective view of the slider of the ride vehicle of  FIG.  1    including the carriage that moves along one or more features of a slider body, in accordance with aspects of the present disclosure; 
         FIG.  7    is a side view of the slider of the ride vehicle of  FIG.  1   , including a counterweight, with the carriage at a neutral position, in accordance with aspects of the present disclosure; 
         FIG.  8    is a side view of the slider of  FIG.  7   , with the carriage out of the neutral position, in accordance with aspects of the present disclosure; 
         FIG.  9    is a side view of the slider of the ride vehicle of  FIG.  1   , including first and second plates, at the neutral position, in accordance with aspects of the present disclosure; 
         FIG.  10    is a side view of the slider of  FIG.  9   , including the first and second plates, out of the neutral position, in accordance with aspects of the present disclosure; 
         FIG.  11    is a schematic view of the slider of the ride vehicle of  FIG.  1   , including springs and dampers, in accordance with aspects of the present disclosure; 
         FIG.  12    is a perspective view of an embodiment of a rotator of the ride vehicle of  FIG.  1   , in accordance with aspects of the present disclosure; 
         FIG.  13    is a perspective view of an embodiment of the ride vehicle as the ride vehicle approaches a bend in first and second guide rails, in accordance with aspects of the present disclosure; 
         FIG.  14    is a perspective view of an embodiment of the ride vehicle of  FIG.  13    as the ride vehicle reaches the bend in the first and second guide rails, in accordance with aspects of the present disclosure; 
         FIG.  15    is a perspective view of an embodiment of the ride vehicle of  FIGS.  13  and  14    as the ride vehicle reaches an apex of the bend in the first and second guide rails, in accordance with aspects of the present disclosure; 
         FIG.  16    is a perspective view of an embodiment of the ride vehicle of  FIGS.  13 - 15    as the ride vehicle travels away from the apex of the bend in the first and second guide rails, in accordance with aspects of the present disclosure; 
         FIG.  17    is a perspective view of an embodiment of the ride vehicle of  FIGS.  13 - 16    as the ride vehicle exits the bend in the first and second guide rails, in accordance with aspects of the present disclosure; 
         FIG.  18    is a perspective view of an embodiment of the ride vehicle of  FIGS.  13 - 17    beginning to simulate a slalom motion, in accordance with aspects of the present disclosure; and 
         FIG.  19    is a perspective view of an embodiment of the ride vehicle of  FIGS.  13 - 18    in the middle of simulating the slalom motion, in accordance with aspects of the present disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     One or more specific embodiments of the present disclosure will be described below. In an effort to provide a concise description of these embodiments, all features of an actual implementation may not be described in the specification. It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers&#39; specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another. Moreover, it should be appreciated that such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure. 
     Typical amusement park ride systems (e.g., roller coasters or other rides) include one or more ride vehicles that follow a guide rail through a series of features. Such features may include tunnels, turns, ascents, descents, loops, and the like. For some ride systems, a designer may wish for the ride passengers to experience the feeling of a sharp (e.g., 90 degree) turn. However, the geometry of the guide rail and the system that couples the ride vehicle to the guide rail may put a lower limit on the minimum turning and/or radius of the guide rail and the ride vehicle, which may feel to the passengers like a gradual turn as the ride vehicle traverses the turn. Similarly, in ride systems that do not use a guide rail but include ride vehicles that otherwise traverse a path, a wheel base of the vehicle, for example, may limit the turning radius. Accordingly, it may be desirable to make the user feel as though the turning radius is significantly smaller than the turning and/or radius of the guide rail that the ride vehicle traverses. 
     The presently disclosed embodiments include a ride vehicle having a cabin to house one or more guests, a chassis (e.g., a chassis that couples to a guide rail), and a slider and rotator disposed between the chassis and the cabin. Further, the presently disclosed embodiments may include a path (e.g., a guide rail) along which the ride vehicle travels. The slider moves the cabin back and forth in a lateral direction that is substantially transverse to the direction of travel along the path. The rotator rotates the cabin relative to the chassis. The components may be used in concert to create effects that would be difficult, inefficient, or expensive to create with a normal ride vehicle. For example, to simulate a sharp turn (e.g., a sharp 90 degree turn), the slider may extend from a neutral position toward the outside of the turn and the rotator may rotate from a neutral position toward the outside of the turn as the ride vehicle approaches the apex of the turn. As the ride vehicle passes through and departs the apex of the turn, the slider may retract back toward the neutral position turn and the rotator may rotate back toward the inside of the turn and toward the neutral position. However, the slider and rotator may be used individually or in concert to create other effects. The effects created in accordance with present embodiments are particularly noticeable when compared with traditional guide rail-based systems. Accordingly, while present embodiments may also be employed with other types of paths, the illustrated embodiments focus on guide rail-based embodiments. 
       FIG.  1    is a perspective view of an embodiment of a ride system  10 . The ride system  10  may include one or more ride vehicles  12  that hold one or more passengers. In an embodiment, multiple ride vehicles  12  may be coupled together (e.g., by a linkage). The ride vehicle  12  travels along a guide rail  14  that defines a ride path  16 . The guide rail  14  may be any surface on which the ride vehicle  12  travels. In an embodiment, the guide rail  14  may have a generally square or rectangular cross sectional shape, or may have a specific cross sectional shape designed to interface with the ride vehicle  12 . However, in other embodiments, the guide rail  14  may be a slot, or some other body or combination of bodies configured to guide the direction of the ride vehicle  12 . In the illustrated embodiment, the guide rail  14  does not bear the entirety of the weight of the ride vehicle  12 . However, in other embodiments, the guide rail  14 , like train tracks, may bear the entirety of the weight of the ride vehicle  12 . 
     As shown in  FIG.  1   , the ride vehicle  12  includes a ride vehicle base  18  that interfaces with the guide rail  14 . The ride vehicle base  18  may include, for example, a chassis  20 , one or more pinch wheels  22 , font and rear support wheels  24 , slider support wheels  26 , and a slider  28 . The pinch wheels  22  are configured to interface with the guide rail  14  such that the ride vehicle  12  travels along the guide rail  14 . In the illustrated embodiment, the pinch wheels  22  do not bear the entirety of the weight of the ride vehicle  12 . Instead, the pinch wheels  22  merely ensure that the ride vehicle  12  follows the ride path  16  defined by the guide rail  14 . However, in other embodiments, the pinch wheels  22  may bear some or all of the weight of the ride vehicle  12 . 
     In the illustrated embodiment, the front and rear support wheels  24  bear some or all of the weight of the ride vehicle between the two front and two rear support wheels  24 . Though the illustrated embodiment includes a pair of front support wheels  24  and a pair of rear support wheels  24 , in other embodiments there may be fewer support wheels  24  or more support wheels  24 . For example, the ride vehicle base  18  may include 2, 3, 5, 6, 7, 8, 9, 10, or more front and rear support wheels  24 . In some embodiments, some or all of the front and rear support wheels  24  may be driven wheels that rotate to propel the ride vehicle  12  along the ride path  16 . For example, some or all of the front and rear support wheels  24  may include or be coupled to a drive mechanism that may apply a torque or some other propelling force to some or all of the front and rear support wheels  24  to propel the ride vehicle  12  along the ride path  16 . 
     As is described in more detail below, the slider  28  may be configured to laterally move a cabin  32  in a direction substantially transverse to a direction of travel  34  of the ride vehicle  12 . As such, the ride vehicle base  18  may include slider support wheels  26  that are configured to provide support for the slider  28  and the cabin  32  when the slider  28  is in an extended or partially extended position and the center of mass of the cabin  32  is cantilevered outward relative to a central plane  36  of the chassis  20 , which extends along the direction of travel  34 . In the illustrated embodiment, the slider support wheels  26  do not provide a propulsive force, however, in other embodiments, the slider support wheels  26  may include or be coupled to a drive mechanism. 
     The slider  28  may be configured to laterally move the cabin  32  in a direction substantially transverse to the direction of travel  34  of the ride vehicle  12  in order to simulate a sharp turn. As shown and described with regard to  FIG.  5 - 11   , the slider  28  may include, for example, a track extending in a direction substantially transverse to the direction of travel  34  of the ride vehicle  12 , and a carriage configured to travel along the track and support a rotator  30  and the cabin  32 . In some embodiments, the slider  28  may include a counterweight configured to move opposite the carriage to reduce or eliminate a moment created by the carriage as it moves along the track to a non-neutral position (e.g., when the center of mass of the cabin  32  is cantilevered outward relative to a central plane  36  of the chassis  20 ). In other embodiments, the slider  28  may include two plates that extend substantially parallel to one another and are configured to move relative one another along substantially parallel planes. In such an embodiment, the slider  28  may include a counterweight. For example, one of the plates may be coupled to the rotator  30  and the cabin  32  and the second plate may act as a counterweight or be coupled to the counterweight. In further embodiments, the slider  28  may include one or more springs and/or dampers. Additional embodiments of the slider  28  are also envisaged. 
     The rotator  30  may be disposed between the slider  28  and the cabin  32  and is configured to allow the cabin  32  to rotate relative to the slider  28 . For example, the rotator  30  may be coupled to the slider  28  on a first side and coupled to the cabin  32  on a second side. As shown and described below with regard to  FIG.  12   , the rotator  30  may include, for example, first and second plates configured to rotate relative to one another. In some embodiments, the rotator  30  may include a bearing and/or a rotational actuator disposed between the two plates. In some embodiments, the first and second plates may remain substantially parallel to one another. In other embodiments, the rotator  30  may be capable of tilting the cabin  32  in addition to rotating the cabin  32  (e.g., to simulate a banked or cambered turn). For example, the rotator  30  may include a motion base with a desired number of degrees of freedom. 
     The cabin  32  may be supported by the rotator  30  and configured to rotate with the rotator  30 . For the sake of simplicity, the cabin  32  is represented by a transparent box in  FIG.  1   . However, the cabin  32  may be any compartment configured to house guests. As such, it should be understood that the shape of the cabin  32  is not limited to a cube or rectangular prism. Further, the cabin  32  may include a framework that acts as structural support for the cabin  32 . The cabin  32  may also include panels or siding that couples to the framework to close in the cabin  32 . As such, the cabin  32  may be open or closed. The cabin  32  may include seats or places on which guests may sit. In some embodiments, the cabin  32  may also include restraint systems to hold guests in place as the cabin  32  makes movements. In other embodiments, guests may be free to stand or move about within the cabin  32 . 
     In some cases, an operator of the ride system  10  may wish to create the effect of the ride vehicle  12  making a sharp (e.g., 90 degree) turn. However, the ride system  10  may have certain limitations that prevent the ride vehicle base  18  from making a sharp turn. For example, the guide rail  14  may have a minimum bend radius or a minimum radius of the guide rail  14  that the ride vehicle  12  can traverse. In other embodiments, the ride vehicle  12  may have a minimum turning radius (e.g., due to the geometry of the chassis  20 , the pinch wheels  22 , the front and rear support wheels  24 , the slider support wheels  26 , other components, or some combination thereof). As such, the slider  28  and the rotator  30  may actuate in concert such that the cabin  32  makes a sharp turn while the ride vehicle base  18  makes a more gradual turn along the guide rail  14 . Riders in the cabin  32  will traverse a path that includes a substantially 90 degree turn and feel as though the entire ride vehicle  12  is making such a turn. Thus, maneuvers can be simulated that are not actually occurring for each feature of the ride vehicle  12  (e.g., the ride vehicle base  18 ). 
     As shown in  FIG.  1   , where the ride vehicle  12  is going to make a turn as it progresses in the direction of travel  34 , the guide rail  14  includes a bend  38  having a bend radius.  FIG.  1    includes a first line  40  that substantially aligns with the guide rail  14  before the bend  38  and a second line  42  that substantially aligns with the guide rail  14  after the bend  38 . The first line  40  and the second line  42  intersect with one another at a point  44 . In the illustrated embodiment, the first line  40  and the second line  42  are perpendicular to one another (e.g., the first line  40  and the second line  42  intersect with one another at a 90 degree angle). However, it should be understood that in other embodiments, the first line  40  and the second line  42  may intersect one another at an oblique angle or some other angle. For example, the turn may have an angle of 10, 20, 30, 40, 50, 60, 70, 80, 100, 110, 120, 130, 140, 150, 160, 170 degrees, or some other value. For example, as the ride vehicle base  18  travels along the guide rail  14  through the bend  38  toward an apex  46  of the turn, the slider  28  extends toward the outside of the bend  38  and the rotator  30  rotates opposite the direction of the turn such that the cabin continues to travel along the first line  40  toward the point  44  as the guide rail  14  diverges from the first line  40 . In some embodiments, the rotator  30  may rotate the cabin  32  the same number of degrees as the turn (e.g., 90 degrees) to simulate a sharp turn. In other embodiments, upon reaching the point  44 , the cabin  32  may shift directions without rotating. As the ride vehicle base  18  proceeds along the guide rail  14 , past the apex  46  of the bend  38 , the rotator  30  rotates in the direction of the turn and the slider  28  contracts toward the inside of the bend  38 , to the neutral position, such that the cabin  32  travels along the second line  42  away from the point  44  as the guide rail  14  converges with the second line  42 . 
       FIG.  2    is a perspective view of the ride vehicle  12  at the apex  46  of the turn. As shown, the slider  28  is extended toward the outside of the turn and the rotator  30  is rotated such that a first central plane  100  of the cabin  32  is substantially aligned with the first line  40 . Upon reaching the apex  46  of the turn, the rotator  30  may rotate such that the first central plane  100  is substantially aligned with the second line  42 . In other embodiments, the ride vehicle  12  may proceed along the guide rail  14  such that a second central plane  102  of the cabin  32  is substantially aligned with the second line  42 . If the turn is not a 90 degree turn, the rotator  30  may rotate at or near the apex  46  such that the first central plane  100 , the second central plane  102 , or neither central plane, is substantially aligned with the second line  42 . As the ride vehicle  12  proceeds through the turn, away from the apex  46 , the slider  28  may retract, sliding back to the neutral position and the rotator  30  may rotate such that either the first central plane  100  or the second central plane  102  is substantially aligned with the second line  42 . In the illustrated embodiment, the first central plane  100  and the second central plane  102  each respectively bisect the cabin  32  and one another such that the first central plane  100  and the second central plane  102  define quarters of the cabin  32 . 
       FIG.  3    is a schematic of a control system  200  for the ride vehicle  12 . The control system  200  may include a processor  202  and a memory component  204 , which may control and/or receive inputs from various components throughout the ride system  10 . The processor  202  may be used to run programs, execute instructions, interpret inputs, generate control signals, and/or other similar functions. The memory component  204  may be used to store data, programs, instructions, and so forth. 
     The control system  200  may be in communication with various components of ride vehicle  12 , such as the cabin  32 , the rotator  30 , the slider  28 , a guide rail coupling system  206 , a drive system  208 , and or other components of the ride vehicle  12 . In some embodiments, the control system  200  may also be in communication (e.g., wired or wireless) with a control system for the entire ride system  10 . As shown, and discussed in more detail below, each of the rotator  30 , the slider  28 , the guide rail coupling system  206 , and a drive system  208  may include sensors and actuators that may be in communication with the control system  200 . The control system  200  may receive data from the sensors and/or actuators, process the data, and output control signals to the actuators to actuate various aspects of the rotator  30 , the slider  28 , the guide rail coupling system  206 , the drive system  208 , and so forth. 
     For example, the guide rail coupling system  206  (which may include, among other components, the pinch wheels  22  shown in  FIGS.  1  and  2   ), may include one or more sensors  210  and/or one or more actuators  212  for coupling and decoupling the ride vehicle  12  to the guide rail. For example, the sensors  210  may include proximity sensors, laser sensors, and so forth for determining the position of the guide rail relative to the ride vehicle  12 , the presence of the guide rail, the position of the actuators  212 , etc. The actuators  212  may include one or more servos, one or more linear motors, and/or one or more clamping mechanisms for coupling and decoupling the ride vehicle  12  to and from the guide rail. The sensors  210  may sense one or more parameters of interest and provide data to the control system  200 . The control system  200  may then process the data and generate a control signal that is sent to the one or more actuators  212 . The actuators  212  may then actuate in response to the control signal. 
     The drive system  208  (which may include, among other components, the front and/or rear support wheels  24  shown in  FIGS.  1  and  2   ), may include one or more sensors  214  and/or one or more actuators  216  propelling the ride vehicle  12  along the guide rail. For example, the sensors  214  may include position sensors, speed sensors, acceleration sensors, and so forth for determining one or more parameters relative to the movement of the ride vehicle  12 , the position of the actuators  216 , etc. The actuators  216  may include an electric motor, a combustion engine, one or more magnetic actuators, etc. for propelling the ride vehicle  12  along the guide rail. Though not shown, the drive system  208  may include a power source (combustion engine, generator, battery, hydraulic or pneumatic accumulator, electric utilities source) or a connection to a power source. The sensors  214  may sense one or more parameters of interest and provide data to the control system  200 . The control system  200  may then process the data and generate a control signal that is sent to the one or more actuators  216 . The actuators  216  may then actuate in response to the control signal. 
     The sliding system (e.g., the slider  28 ), as previously described, may include a carriage configured to move along a track, two plates configured to move relative to one another along substantially parallel planes, or some other configuration that allows the cabin  32  to move laterally from a neutral position toward an edge of the chassis  20 . Some embodiments of the sliding system  28  may include a counterweight  218  to offset the moment created by movement of the sliding system  28  by moving opposite the cabin  32 . Further, the sliding system  28  may include one or more sensors  220  and/or one or more actuators  222  to actuate the sliding system  28 . For example, the sensors  220  may include sensors for sensing a position of the slider  28 , a position of the cabin  32 , a position of the ride vehicle  12 , or some other measurable parameter. The actuators  222  may include a linear motor, a servo, or some other actuator for actuating the slider  28  to achieve lateral movement of the cabin  32 . However, in some embodiments, the slider  28  may not include actuators and may rely on the momentum and/or centrifugal force to move the slider  28 . The sensors  220  may sense one or more parameters of interest and provide data to the control system  200 . The control system  200  may then process the data and generate a control signal that is sent to the one or more actuators  222 . The actuators  222  may then actuate in response to the control signal. 
     The rotation system (e.g., the rotator  30 ), as previously described, may include a bearing and/or a rotational actuator disposed between the two plates, a motion base, or some other configuration that allows the cabin  32  to rotate about an axis. Some embodiments of the rotator  30  may also tilt the cabin  32  in one or more directions (e.g., to simulate a banked or cambered turn). The rotation system  30  may include one or more sensors  224  and/or one or more actuators  226  to actuate the rotation system  30 . For example, the sensors  224  may include sensors for sensing a position of the rotator  30 , a position of the cabin  32 , a position of the ride vehicle  12 , or some other measurable parameter. The actuators  226  may include a linear motor, a servo, or some other actuator for actuating the rotation system  30  to achieve rotational movement of the cabin  32 . The sensors  224  may sense one or more parameters of interest and provide data to the control system  200 . The control system  200  may then process the data and generate a control signal that is sent to the one or more actuators  226 . The actuators  226  may then actuate in response to the control signal. 
       FIG.  4    is a flow chart of a process  300  for simulating a sharp (e.g., 90 degree) turn, where first and second lines intersect, with a vehicle having a limited turning radius. At block  302 , the ride vehicle is directed along a guide rail and/or ride path substantially aligned with the first line toward the turn. At block  304 , as the guide rail and/or ride path diverges from the first line, the sliding system is actuated to laterally move the cabin toward the outside of the turn. In some embodiments, the slider may actuate such that the central plane of the cabin remains substantially aligned with the first line. As the sliding system actuates, the rotation system may also actuate (block  306 ) opposite the direction of the turn such that the central plane of the cabin continues to be substantially aligned with the first line as the ride vehicle travels along the guide rail and/or ride path. 
     At block  308 , the ride vehicle passes through the apex of the turn. At block  310 , the rotation system continues to actuate opposite the direction of the turn such that the cabin may shift directions without changing its orientation. In other embodiments, the rotation system actuates to rotate the cabin the same number of degrees as the turn (e.g., 90 degrees) to simulate a sharp turn. As the ride vehicle proceeds along the ride path or guide rail, past the apex of the turn, the rotator may rotate in the direction of the turn such that the central plane of the cabin remains substantially aligned with the second line. As the rotation system actuates, the slider may contract toward the inside of the bend, to the neutral position (block  312 ), and such that the central plane of the cabin remains substantially aligned with the second line. At block  314 , the ride vehicle exits the turn. 
       FIGS.  5 - 12    illustrate various embodiments of the slider  28  and the rotator  30 .  FIG.  5    is a perspective view of the slider  28 , including a carriage  350  that moves along a pair of substantially parallel rails  352 . As shown, the rails  352  may be coupled to one another, and held in place, by first and second end caps  354  disposed at either end of each rail  352 . The rails  352  and the end caps  354  may combine to form a slider body  358 . The slider body  358  may or may not be a part of the chassis. As previously described, the carriage  350  may move back and forth along the rails  352  to move the cabin relative to the chassis. In some embodiments, the end caps  354  may act as mechanical stops for the carriage  350 . 
       FIG.  6    is a perspective view of the slider  28 , including the carriage  350  that moves along one or more features  356  of the slider body  358 . The slider body  358  may be a length of material (e.g., extruded, molded, cast, etc.) having the one or more features  356  that extend along part of or an entire length of the slider body  358  to which the carriage  350  couples. Though the embodiment of  FIG.  6    shows a raised feature  356 , the feature  356  may be a recessed feature. Similarly, though the embodiment of  FIG.  6    shows a single feature  356 , the one or more features  356  should be understood to include multiple features  356 . As previously described, the carriage  350  may move back and forth along the one or more features  356  to move the cabin relative to the chassis. 
       FIG.  7    is a side view of the slider  28 , including the counterweight  218 , with the carriage  350  at the neutral position. As previously described, the counterweight  218  may be configured to move opposite the carriage  350  along the slider body  358  as the carriage  350  leaves the neutral position to counteract the cantilever effect caused by movement of the carriage  350 . In the instant embodiment, the counterweight  218  is coupled to the carriage  350  via one or more couplings  360 . The couplings  360  may include, for example, cables, belts, mechanical linkages, etc. In some embodiments, the couplings  360  may extend around one or more pulleys  362  to reduce friction associated with movement of the carriage  350  and the counterweight  218 . However, it should be understood that in some embodiments, the carriage  350  and the counterweight  218  may not be coupled to one another. For example, the carriage  350  and the counterweight  218  may each be actuated by one or more actuators. In  FIG.  7   , the carriage  350  is shown in the neutral position, centered along the length of the slider body  358  and aligned directly above the counterweight  218 . 
       FIG.  8    is a side view of the slider  28 , including the counterweight  218 , with the carriage  350  out of the neutral position. As shown, as the carriage  350  moves to the left, the counterweight  218  moves to the right to offset the cantilever effect created by movement of the carriage  350 . When the carriage  350  returns to the neutral position, so too does the counterweight  218 . Similarly, as the carriage  350  moves to the right, the counterweight  218  moves to the left to offset the cantilever effect created by movement of the carriage  350 . 
       FIG.  9    is a side view of the slider  28 , including first and second plates  364 ,  366 , at the neutral position. In the illustrated embodiment, the second plate  366  may act as the counterweight and may be configured to move opposite the first plate  364  as the first plate  364  moves out of the neutral position to counteract the cantilever effect caused by movement of the first plate  364 . The first and second plates  364  may be coupled to one another via one or more brackets  368 . 
       FIG.  10    is a side view of the slider  28 , including first and second plates  364 ,  366 , out of the neutral position. As shown, as the first plate  364  moves to the left, the second plate  366  moves to the right to offset the cantilever effect created by movement of the first plate  364 . When the first plate  364  returns to the neutral position, so too does the second plate  366 . Similarly, as the first plate  364  moves to the right, the second plate  366  moves to the left to offset the cantilever effect created by movement of the first plate  364 . 
       FIG.  11    is a schematic view of the slider  28 , including springs  370  and dampers  372 . In some embodiments one or more springs  370  and/or one or more dampers  372  may be used to tune the movement of the slider  28 . For example, in some embodiments, the slider  28  may not be actuated and may rely on momentum and/or centrifugal force to translate from the neutral position to one side or the other. In such an embodiment, the slider may be designed with the one or more springs  370  and/or one or more dampers  372  in order to achieve the desired movement of the slider  28  in turns. However, in some embodiments, springs  370  and/or dampers  372  may be used in conjunction with actuators to tune movement of the slider  28 . 
       FIG.  12    is a perspective view of an embodiment of the rotator  30 . As illustrated, the rotator  30  may include a first plate  374 , which may be coupled to the slider, and a second plate  376 , which may be coupled to the cabin. The first and second plates  374 ,  376  may be coupled to one another via a bearing  378  that allows the first and second plates  374 ,  376  to rotate relative to one another with reduced friction. In some embodiments, the rotator  30  may include an actuator  226  (e.g., a servo, a rotary motor, a linear motor, etc.) configured to rotate the second plate  376  relative to the first plate  374 , or rotate the first plate  374  relative to the second plate  376 . 
     It should be understood that, though  FIGS.  1  and  2    show the ride vehicle sitting on top of, and traveling along, a single guide rail, other embodiments are envisaged. For example,  FIGS.  13 - 19    illustrate an embodiment in which a ride vehicle is suspended beneath two guide rails.  FIG.  13    is a perspective view of an embodiment of the ride vehicle system  10  as the ride vehicle  12  approaches the bend  38  in the guide rails  14 . In the instant embodiment, the ride path  16  is defined by first and second guide rails  14 , which extend substantially parallel to one another. As with previously described embodiments, the ride vehicle  12  is coupled to the guide rails  14  via the ride vehicle base  18 , which may include the guide rail coupling system  206  shown in  FIG.  3   . However, in the instant embodiment, the ride vehicle base  18  is suspended beneath the guide rails  14  rather than sitting on top of the guide rails  14 . The slider  28  is configured to laterally translate the rotator  30  and the cabin  32  in a direction substantially perpendicular to the direction of travel  34  along the guide rails  14 . The rotator  30  is coupled to the slider  28  and is configured to rotate the cabin  32  relative to the ride vehicle base  18 . In some embodiments, the rotator  30  may also be capable of tilting the cabin  32  relative to the ride vehicle base  18  (e.g., to simulate a banked or cambered turn). As shown in  FIG.  13   , as the ride vehicle  12  approaches the bend  38  in the guide rails  14 , the slider  28  and the rotator  30  are in neutral positions such that the central plane  100  of the cabin  32  is substantially aligned with the first line  40 . 
       FIG.  14    is a perspective view of an embodiment of the ride vehicle system  10  as the ride vehicle  12  reaches the bend  38  in the guide rails  14 . As the ride vehicle  12  continues and traverses the bends  38  in the guide rails  14  and the guide rails  14  diverge from a substantially parallel orientation with respect to the first line  40 , the slider  28  extends toward the outside of the bend  38  and the rotator  30  rotates opposite the direction of the turn such that the central plane  100  of the cabin  32  is substantially aligned with the first line  40 . 
       FIG.  15    is a perspective view of an embodiment of the ride vehicle system  10  as the ride vehicle  12  reaches the apex  46  of the bend  38  in the guide rails  14 . As shown, at the apex  46  of the bend  38 , the slider  28  is extended toward the outside of the bend  38  and the rotator  30  is rotated such that the central plane  100  of the cabin  32  is substantially aligned with the first line  40 . In some embodiments, upon reaching the apex  46 , the rotator  30  may rotate such that the central plane  100  of the cabin  32  is substantially aligned with the second line  42 . In other embodiments, the rotator  30  may not rotate and the cabin  32  may maintain its substantial alignment as the cabin  32  travels along the second line  42 . 
       FIG.  16    is a perspective view of an embodiment of the ride vehicle system  10  as the ride vehicle  12  travels away from the apex  46  of the bend  38  in the guide rails  14 . As the ride vehicle  12  proceeds along the guide rails  14 , past the apex  46  of the bend  38 , the rotator  30  rotates in the direction of the turn and the slider  28  contracts toward the inside of the bend  38 , toward the neutral position, and such that the central plane  100  of the cabin  32  travels along the second line  42  away from the point  44  as the guide rails  14  converge with the second line  42 . 
       FIG.  17    is a perspective view of an embodiment of the ride vehicle system  10  as the ride vehicle  12  exits the bend  38  in the guide rails  14 . As the ride vehicle  12  proceeds along the guide rails  14 , past the bend  38 , the slider  28  and the rotator  30  return to their respective neutral positions, such that the central plane  100  of the cabin  32  travels along the second line  42  away from the point  44 . 
     It should be understood that, though  FIGS.  1 ,  2 , and  13 - 17    describe using the slider  28  and rotator  30  to simulate a sharp turn with the ride vehicle  12 , that these techniques may be used to create other effects for the ride vehicle  12 . For example,  FIGS.  18  and  19    illustrate the ride vehicle  12  simulating a slalom motion while traveling along a straight ride path  16 . 
       FIG.  18    is a perspective view of an embodiment of the ride vehicle system  10  beginning to simulate the slalom motion. As shown, the slider  28  extends in a first linear or lateral direction  400  and the rotator  30  rotates in a second rotational direction  402  such that the central plane  100  of the cabin  32  is no longer substantially aligned with the second line  42 . In some embodiments, the central plane  100  of the cabin  32  may be offset from and oblique to the second line  42 . In other embodiments, the central plane  100  of the cabin  32  may be offset from, but substantially parallel to the second line  42 . In further embodiments, the central plane  100  of the cabin  32  may be oblique to, but not offset from, the second line  42 . 
       FIG.  19    is a perspective view of an embodiment of the ride vehicle system  10  in the middle of simulating the slalom motion. As shown, the slider  28  extends in a third direction linear or lateral  450 , opposite the first linear or lateral direction  400 . Correspondingly, the rotator  30  rotates in a fourth rotational direction  452 , opposite the second rotational direction  402 , such that the central plane  100  of the cabin  32  is no longer substantially aligned with the second line  42 . In some embodiments, the central plane  100  of the cabin  32  may be offset from and oblique to the second line  42 . In other embodiments, the central plane  100  of the cabin  32  may be offset from, but substantially parallel to the second line  42 . In further embodiments, the central plane  100  of the cabin  32  may be oblique to, but not offset from, the second line  42 . These motions (i.e., back and forth movement of the slider  28  and the rotator  30 ) may be strung together to create the effect of slaloming around and/or through an object or a series of objects, or moving the cabin  32  back and forth in open space. 
     These techniques may be used to create the effect that the ride vehicle  12  is quickly swerving (e.g., to avoid hitting one or more objects) or slaloming through multiple objects while the guide rails  14  remain straight. Similarly, the slider  28  and the rotator  30  disposed between the ride path  16  and the cabin  32  may be used to move the cabin  32  without the guide rails  14  being shaped to create these movements. Accordingly, using such a system, the ride system  10  may move the cabin  32  in ways that would be difficult or inefficient to achieve by merely following the one or more guide rails  14  that define the vehicle path. Though some movements of the cabin  32  may be possible to achieve by shaping the guide rails  14  appropriately (e.g., without the slider  28  and the rotator  30 ), manufacturing the guide rails  14  with the appropriate shapes may be difficult, expensive, and or inefficient. Accordingly, it may conserve resources to use straight guide rails  14  and achieve the desired motion of the cabin  32  using the slider  28  and the rotator  30 . 
     The presently disclosed techniques include a ride vehicle having a cabin to house one or more guests, a chassis that couples to a guide rail, and a slider and rotator disposed between the chassis and the cabin. The slider moves the cabin back and forth in a lateral direction that is substantially transverse to the direction of travel along the guide rail. The rotator rotates the cabin relative to the chassis. The components may be used in concert to create effects that would be difficult, inefficient, or expensive to create with a ride vehicle that follows a ride path. For example, to simulate a sharp turn (e.g., a sharp 90 degree turn), the slider may extend from a neutral position toward the outside of the turn and the rotator may rotate from a neutral position toward the outside of the turn as the ride vehicle approaches the apex of the turn. As the ride vehicle passes through and departs the apex of the turn, the slider may retract back toward the neutral position and the rotator may rotate back toward the inside of the turn and toward the neutral position. However, the slider and rotator may be used individually or in concert to create other effects. 
     The word “substantially”, as used herein (e.g., “substantially transverse”, “substantially parallel”, “substantially aligned”, “substantially perpendicular”, etc.) is intended to mean that two components may not be perfectly transverse, parallel, aligned, perpendicular, etc., but are sufficiently close enough to perfectly transverse, parallel, aligned, perpendicular, etc. that the operation of such components would not be noticeably different from components that are perfectly transverse, parallel, aligned, perpendicular, etc., as understood by a person of ordinary skill in the art. As such, the term “substantially” may allow for variance as large as of 0.01%, 0.1%, 1.0%, 2%, 3%, 4%, 5%, or some other value that would not noticeably change the operation of the components in question. However, it should be understood that mathematical terms (e.g., parallel), even without the use of terms like “substantially” as a modifier, would be interpreted in a practical manner within the field of this disclosure and not as rigid mathematical relationships. 
     While only certain features of the present disclosure have been illustrated and described herein, many modifications and changes will occur to those skilled in the art. It is, therefore, to be understood that the appended claims are intended to cover all such modifications and changes as fall within the true spirit of the disclosure. 
     The techniques presented and claimed herein are referenced and applied to material objects and concrete examples of a practical nature that demonstrably improve the present technical field and, as such, are not abstract, intangible or purely theoretical. Further, if any claims appended to the end of this specification contain one or more elements designated as “means for [perform]ing [a function] . . . ” or “step for [perform]ing [a function] . . . ”, it is intended that such elements are to be interpreted under 35 U.S.C. 112(f). However, for any claims containing elements designated in any other manner, it is intended that such elements are not to be interpreted under 35 U.S.C. 112(f).