Patent Publication Number: US-11654373-B2

Title: Pivot coaster systems, apparatuses, and methods

Description:
RELATED APPLICATION 
     This application is a continuation of and claims priority to U.S. patent application Ser. No. 15/960,124 filed on Apr. 23, 2018, the entirety of which is incorporated herein by reference. 
    
    
     TECHNICAL FIELD 
     The present disclosure relates to amusement rides and more particularly relates to an amusement ride vehicle capable of lateral motion relative to the track. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The written disclosure herein describes illustrative embodiments that are non-limiting and non-exhaustive. Reference is made to certain illustrative embodiments that are depicted in the figures. 
         FIG.  1    illustrates a perspective view of a pivoting amusement ride system in a vertical orientation, according to one embodiment. 
         FIG.  2    illustrates a perspective view of the pivoting amusement ride system of  FIG.  1    in a horizontal orientation, according to one embodiment. 
         FIG.  3    illustrates a perspective view of the pivoting amusement ride system of  FIG.  1    in an inverted orientation, according to one embodiment. 
         FIG.  4    illustrates a perspective view of the pivoting amusement ride system of  FIG.  1    facilitating lateral movement of a passenger chassis as amusement ride vehicles move along a track, according to one embodiment. 
         FIG.  5 A  illustrates a front perspective view of a pivoting amusement ride vehicle, according to one embodiment. 
         FIG.  5 B  illustrates a rear perspective view of a pivoting amusement ride vehicle, according to one embodiment. 
         FIG.  6    illustrates an exploded view of the pivoting amusement ride vehicle of  FIGS.  5 A- 5 B , according to one embodiment. 
         FIG.  7    illustrates a side view of the pivoting amusement ride vehicle of  FIGS.  5 A- 5 B , according to one embodiment. 
         FIG.  8    illustrates a flow chart of a method for operating an amusement ride consistent with embodiments of the present disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     Roller coasters and other amusement rides often ride on tracks. With roller coasters, a vehicle carrying one or more passengers may be raised along a track to a high point where the vehicle can be released to roll down the track to gain speed and momentum for the amusement ride. A variety of twists, turns, and loops may be used to enhance the experience for the passengers. 
     The present application discloses systems, apparatuses, and methods for adding lateral motion to passenger seats on roller coasters and other amusement rides. In one embodiment, a hub rotatably couples a support structure that rides on the track to the rear of a passenger chassis that carries one or more passengers. The hub may provide for spin control, including inducing and inhibiting lateral rotational motion of a passenger chassis. 
       FIGS.  1 - 3    illustrate various orientations of a pivoting amusement ride system  100 . As shown, the rotatability of a passenger chassis  124  can cause the passenger chassis  124  to change orientation relative to a track  110 . For example, as shown, the passenger chassis  124  is able to rotate to maintain a vertical sitting position as the track  110  changes an angle or orientation of a main chassis  122 . The passenger chassis  124  pivots around a single axis that is approximately aligned with the direction of travel  110  such that the passenger chassis  124  rotates laterally in relation to the track or direction of travel  110 . The lateral rotation of the passenger chassis  124  adds additional dimension to a roller coaster and adds a dynamic effect to a passenger experience. 
       FIG.  1    illustrates a perspective view of the pivoting amusement ride system  100  in a vertical orientation, according to one embodiment. The pivoting amusement ride system  100  may comprise the track  110  and an amusement ride vehicle  120 . 
     The track  110  supports and guides the amusement ride vehicle  120 . In  FIG.  1   , the track  110  includes rails  112  and  114  positioned on a horizontal plane. While the illustrated embodiment comprises two rails, fewer or more rails may be used. For example, in some embodiments the rails  112  and  114  may support the amusement ride vehicle  120  in an upright or vertical orientation as shown. In a vertical orientation, the amusement ride vehicle  120  is positioned above the track  110 . 
     The amusement ride vehicle  120  comprises the main chassis  122 , the passenger chassis  124 , and a hub  126 . The amusement ride vehicle  120  may be configured to ride on the track  110  and carry passengers in the passenger chassis  124 . As illustrated, in some embodiments, a plurality of amusement ride vehicles  120  may be coupled together to form a train of vehicles. 
     The main chassis  122  may include a plurality of wheels  132  that engage the track  110  or rail of a guide system. The wheels  132  may engage a rail while allowing the main chassis  122  to move in relation to the track  110  with low friction. The main chassis  122  may also include the frame  134  projecting away from the track  110 . The frame  134  has a proximal portion and a distal portion, wherein the distal portion is further from the track  110  than the proximal portion. The frame  134  couples to the wheels  132  and supports the passenger chassis  124  at a distance from the track  110 . 
     The passenger chassis  124  is a chassis for supporting one or more passengers. In  FIG.  1   , each passenger chassis  124  is configured to support two passenger seats  142 . In varying embodiments, the passenger chassis  124  may include the one or more seats  142 , harnesses  144 , belts, or other members for securing a passenger to or in the passenger chassis  124 . 
     In one embodiment, the passenger chassis  124  and main chassis  122  provide support of a passenger while allowing the passenger to be free from surrounding obstructions. For example, a passenger sitting on the passenger chassis  124  may be substantially free from structures in front, above, and/or to the side of the passenger. In other embodiments, other configurations for the passenger chassis  124  may provide a support for the passenger without obstructions in substantially every direction. In the illustrated embodiment, the main chassis  122  is positioned behind the passenger chassis  124  to provide an unobstructed view to passengers in the passenger seats  142 . 
     The hub  126  rotatably couples the passenger chassis  124  to the distal portion of the main chassis  122  such that the passenger chassis  124  is supported away from the track  110 . The hub  126  couples the passenger chassis  124  and the main chassis  122  at a single rotatable connection point. Because the hub  126  allows the passenger chassis  124  to rotate and the main chassis  122  couples to a track, rail, or other guide system, the passenger chassis  124  may extend above, laterally to, or below the track, rail, or guide system. This may give a rider different experiences as the orientation changes. The passenger chassis  124  may be mounted to face forward or rearward with respect to the vehicle direction of travel. In one embodiment, the passenger chassis  124  may face forward while another passenger chassis  124  may face rearward with respect to the vehicle direction of travel. 
     Furthermore, with little structure surrounding a passenger, the passenger may be exposed to the surroundings in a manner that provides for a more exhilarating ride. The frame  134  may be positioned to provide unobstructed views to passengers in the passenger seats  142 . For example, in the illustrated embodiment, the hub  126  and frame  134  are entirely behind the one or more passenger seats  142 . 
     The hub  126  facilitates lateral rotation of the passenger chassis  124  relative to the main chassis  122 . Lateral rotation refers to a direction approximately orthogonal to the direction of travel of the amusement ride vehicle  120  along the track  110 . In the illustrated embodiment, the axis of the lateral rotation is positioned in the center of the passenger seats  142 . In some embodiments, the hub  126  allows the passenger chassis  124  to perform a full lateral rotation relative to the main chassis  122 . The hub  126  may include ball bearings or other low friction joint that allows the relative rotation of the passenger chassis  124  and the main chassis  122 . 
     The hub  126  may control the spin speed and spin radius. For example, the hub  126  may prevent the passenger chassis  124  at certain points along the track  110  from performing a full rotation. The hub  126  may dampen rotation of the passenger chassis  124  with respect to the main chassis  122 . For example, the hub  126  may use one or more magnets to generate eddy currents that may be used to dampen the rotation of the passenger chassis  124 . In some embodiments, the hub may use friction brakes, torsional oil damper, or a fluid damper method. 
     In some embodiments, the spin speed and spin radius may be controlled by a passenger though a physical mechanism on the passenger chassis  124 . For example, a rider may adjust a handle to reduce spin speed or radius. In some embodiments, the user may select a desired intensity level and the spin speed or radius may automatically adjust. In some embodiments, the spin speed and radius may be adjusted while the passenger chassis  124  is in motion. 
     The spin of the passenger chassis  124  may be controlled with a motor, a track element, or some other motive force. For example, the track element may cause an uncontrolled passenger chassis to swing laterally to a 90 degree position. However, if a user selects to a ride with a reduced spin radius, a motor may apply a force to limit the lateral movement to less than 90 degrees. 
     In some embodiments, a damping rate of the lateral rotation of the passenger chassis  124  may depend on a rotational position of the passenger seats  142 . For example, the damping rate may increase as the passenger seats  142  become more horizontal or passes horizontal. 
     In one embodiment, the passenger chassis  124  may be weighted to return to a default position. For example, the passenger chassis  124  may be allowed to rotate with respect to the main chassis  122  and return to a default position where passengers are oriented in a vertical sitting position, or other desirable position. In one embodiment, the passenger chassis  124  may be weighted to return to a default position while taking the weight of any passengers into account. For example, the passenger chassis  124  may be weighted to offset imbalances that may occur when carrying passengers. 
       FIG.  2    illustrates a perspective view of the pivoting amusement ride system  100  of  FIG.  1    in a horizontal orientation, according to one embodiment. As shown, a vertical track element  210  directs the main chassis  122  to extend horizontally away from the vertical track element  210 . The passenger chassis  124  may be weighted to rotate to a vertical position via the hub  126 . Thus, the passenger chassis  124  extends to the side of the track  110  in a vertical position. 
     In the illustrated embodiment, the vertical track element  210  comprises two rails with one rail positioned above the other rail. The vertical track element  210  causes a passenger to ride to the side of the track  110  introducing a different sensation than when in the vertical orientation as shown in  FIG.  1   . The passenger chassis  124  rotates via the hub  126  to return to a vertical sitting position as the track  110  changes an orientation of the main chassis  122 . The horizontal orientation may be used for loading and unloading or introducing additional movement during a turn. 
       FIG.  3    illustrates a perspective view of the pivoting amusement ride system  100  of  FIG.  1    in an inverted orientation, according to one embodiment. As shown, an inverted track element  310  causes the main chassis  122  to hang down from the inverted track element  310 . The passenger chassis  124  is weighted to rotate to a vertical position via the hub  126 . Thus, the passenger chassis  124  hangs below the track  110  in a vertical position. 
     In the illustrated embodiment, the inverted track element  310  comprises two horizontal rails with support structures above the rails. The inverted track element  310  causes a passenger to ride below the track  110  introducing a different sensation than when in the vertical orientation as shown in  FIG.  1   , and the horizontal orientation of  FIG.  2   . The passenger chassis  124  rotates via the hub  126  to return to a vertical sitting position as the track  110  changes an orientation of the main chassis  122 . The inverted orientation may be used to introduce a free hanging sensation for passengers. 
     The different orientations shown in  FIGS.  1 - 3    may be used to add additional dimension to a roller coaster design. For example, a first orientation may be used for loading and a second orientation introduced by a different track element. For instance, a roller coaster may load passengers in a horizontal orientation on the vertical track element  210 , and then as the amusement ride vehicle  120  moves along the track  110  introduce the inverted track element  310  to cause passengers to hang below the track  110 . Additionally, varying the orientation of the pivoting amusement ride system  100  may add a dynamic effect to a passenger experience. In some embodiments, the track  110  may induce or inhibit spinning of the passenger chassis  124  based on a speed of the vehicle at a specific location on the track  110 . 
       FIG.  4    illustrates a perspective view of the pivoting amusement ride system  100  of  FIG.  1    facilitating lateral movement of the passenger chassis  124  as the amusement ride vehicles  120  moves along the track  110 , according to one embodiment. Different track elements may cause different types of motion as the amusement ride vehicle  120  moves along the track  110 . For example,  FIGS.  1 - 3    illustrate three different orientations that the passenger chassis  124  may be in relative to the track  110 . 
     In addition to the various orientations, track elements may cause the passenger chassis  124  to rotate or swing. For example, as illustrated in  FIG.  4    the embodiment shows the amusement ride vehicle  120  on a curved track element  410 . The curved track element  410  introduces a centrifugal force on the passenger chassis  124  as the amusement ride vehicle  120  moves along the track  110 . The hub  126  may allow the passenger chassis  124  to laterally rotate due to the centrifugal force. As the curved track element  410  ends, the passenger chassis  124  may rotate via the hub  126  to return to a vertical sitting position. In some embodiments, the hub  126  allows the passenger chassis  124  to perform a full lateral rotation relative to the main chassis  122 . 
     The rotation may be about an axis in a center of the one or more passenger seats  142 . The axis of rotation approximately aligned with the direction of travel and track  110  allows the passenger chassis  124  to rotate laterally relative to the track  110 . The lateral motion (seat rotation) may be dampened to control the spin rate and or spin radius of the passenger chassis  124 . In some embodiments, the hub  126  dampens rotation of the passenger chassis  124  with respect to the main chassis  122 . The hub  126  may use eddy currents to control the spin rate of the passenger chassis  124 . 
       FIGS.  5 A- 5 B  illustrate one of the pivoting amusement ride vehicles  120  of  FIG.  1   .  FIG.  5 A  illustrates a front perspective view of an amusement ride vehicle  120 , according to one embodiment.  FIG.  5 B  illustrates a rear perspective view of the amusement ride vehicle  120 , according to one embodiment. The amusement ride vehicle  120  comprises the main chassis  122 , the passenger chassis  124 , and a coupler  500 . 
     The main chassis  122  may include a plurality of the wheels  132  that engage the track  110  or rail of a guide system. The wheels  132  may engage a rail while allowing the main chassis  122  to move in relation to the track  110  with low friction. The main chassis  122  may also include the frame  134  projecting away from the track  110 . The frame  134  has a proximal portion and a distal portion, wherein the distal portion is further from the track  110  than the proximal portion. The frame  134  couples to the wheels  132  and supports the passenger chassis  124  at a distance from the track  110 . The passenger chassis  124  supports one or more passengers and is coupled to the distal end of the main chassis  122  via the hub  126 . 
     The hub  126  rotates to allow lateral movement of the passenger chassis  124 . For example, in some movements, the passenger chassis  124  may rotate 360 degrees. The rotation may be dampened by the hub  126 . For example, a magnetic hub may use eddy currents to resist rotation. In some embodiments, the hub  126  may increase the speed of rotation. 
     In one embodiment, the hub  126  includes fins with a conductive material that operates to resist movement with respect to a magnetic field of the hub  126 . In one embodiment, the fins and hub  126  may oppose rotation with respect to each other. For example, due to Lenz&#39;s law, the conductivity of the fins and the changing direction and/or magnitude of the magnetic field in the hub  126  creates a force to oppose relative movement. As will be understood by one of skill in the art, similar principles are used in eddy current brakes or inductive brakes. For example, the hub  126  can be described as operating as eddy current breaks to slow relative rotation of the passenger chassis  124 . 
     The coupler  500  may connect the amusement ride vehicle  120  to other amusement ride vehicles  120 . The coupler  500  may include a front link  502  and a rear link  504 . The front link  502  may be configured to be relieved by the rear link  504  of another amusement ride vehicle  120 . In some embodiments, the coupler  500  may allow pivoting between the amusement ride vehicles  120 . 
       FIG.  6    illustrates an exploded view of the amusement ride vehicle  120  of  FIGS.  5 A- 5 B , according to one embodiment. As shown, the hub  126  may couple the passenger chassis  124  to the main chassis  122 . Components of the hub  126  (e.g.,  602 - 608 ) may laterally rotate the passenger chassis  124  relative to the main chassis  122 . 
     The passenger chassis  124  may include the one or more passenger seats  142 . The number of the passenger seats  142  may vary based on an amount of clearance for the passenger chassis  124  to rotate. For example, if the main chassis  122  supports the passenger chassis  124  at a height equal to more than two passenger seats  142 , there may be four passenger seats  142  as the rotational radius will be two passenger seats  142 . 
     In one embodiment, the hub  126  includes a damping magnet  606  that creates a magnetic field that can be used to control rotation of the passenger chassis  124 . In one embodiment, the hub  126  allows for spin control of the passenger chassis  124 . For example, the hub  126  may allow the passenger chassis  124  to rotate with respect to the main chassis  122  and spin or rotation of the passenger chassis  124  may be controlled by interacting with a magnetic field of the hub  126 . 
     The hub  126  may comprise a magnetic fin support bracket assembly  602 . The magnetic fin support bracket assembly  602  may mount directly to the passenger chassis  124 . The location of the magnetic fin support bracket assembly  602  determines where the axis of rotation for the passenger chassis  124  will be. The magnetic fin support bracket assembly  602  provides an interface to couple to the passenger chassis  124 . For example, the passenger chassis  124  may be coupled to the hub  126  with bolts or other fasteners that couple the passenger chassis  124  to the magnetic fin support bracket assembly  602 . Additionally, the magnetic fin support bracket assembly  602  may couple to and support damping fins  608 . The magnetic fin support bracket assembly  602  may transfer the damping load from the damping fins  608  to the passenger chassis  124  to prevent the passenger chassis  124  from rotating freely or providing a controlled spin rate for the rotation. 
     A slewing bearing  604  allows the passenger chassis  124  to rotate with respect to the main chassis  122 . The slewing bearing  604  may have one side mounted to the passenger chassis  124  and the other side mounted to the main chassis  122 . The slewing bearing  604  may include a first ring that may be attached to the main chassis  122  and a second ring that may be fixed with respect to the spin hub  110 . The first ring and second ring ride on one or more bearings relative to each other. For example, the first ring of the slewing bearing  604  may be fixed to the main chassis  122 , while the second ring allows the passenger chassis  124  to rotate with respect to the first ring and/or main chassis  122 . The slewing bearing  604  may include any type of slewing bearing  604  and may be configured to support the load of the passenger chassis  124  and any passengers. The slewing bearing  604  is only one embodiment of a joint or bearing that may be used to allow the hub  126  and/or passenger chassis  124  to rotate with respect to the main chassis  122 . 
     The damping magnet  606  creates a magnetic field that may be used to control rotation or spinning of the spin hub  110 . The damping magnet  606  may be mounted to the main chassis  122 . In the illustrated embodiment, the damping magnet  606  is round. However, the damping magnet  606  could also be a single rectangular block or other shape. The damping magnet  606  may comprise one or more magnets forming a magnetic array. 
     The damping magnet  606  may include two or more magnets on opposite sides of a gap  610 . The magnets of the damping magnet  606  may be arranged to create a magnetic field within the gap  610 . For example, magnets on opposite sides of the gap  610  may be arranged to provide magnetic fields such that the field within the gap  610  is maximized. Similarly, the magnets of the damping magnet  606  may be arranged to minimize the creation of a magnetic field outside of the damping magnet  606 . In one embodiment, the damping magnet  606  includes a guide plate, which guides magnetic fields and/or contains the magnetic field to a desired location, such as within the gap  610 . The magnets of the damping magnet  606  may include permanent magnets or may include electromagnets, which can be controlled to provide variations in the magnitude and/or direction of the magnetic field. 
     The magnets in the damping magnet  606  may be arranged to create a varying magnetic field within the gap  610 . For example, the magnets may be arranged to create an alternating magnetic field within the gap  610 , such that the magnetic field at a given position within the gap  610  will change as the hub  126  rotates. 
     Although  FIG.  2    only illustrates a single gap  610  on the hub  126 , more than one gaps  610  may be included in some embodiments. For example, multiple magnetic arrays may form two or more gaps  610  such that more than one fin may extend into a gap  610  from the same side of the hub  126 . In one embodiment, a greater number of gaps  610  can increase the amount of force that can be imparted towards inducing or inhibiting rotation of the passenger chassis  124 . 
     In yet another embodiment, the damping magnet  606  may not include opposing magnets which form a gap  610 . For example, the damping magnet  606  may include an array of magnets that create a magnetic field to a side of the damping magnet  606  but not within a gap  610 . For example, a fin in proximity to a magnet or magnetic array may induce or inhibit rotation by extending to a magnetic field of the damping magnet  606 . In one embodiment, the amount of force created between the fins and the damping magnet  606  may be varied by positioning the fin at a desired distance from the magnetic array. For example, a fin that is positioned closer to the damping magnet  606  may result in a greater force while a fin that is positioned further away may result in a reduced amount of force. 
     The damping fins  608  may be rigidly attached to the passenger chassis  124  through the magnetic fin support bracket assembly  602 . The damping fins  608  extend into the magnetic field of the damping magnet  606 . The damping fins  608  are configured to dampen rotation of the passenger chassis  124  with respect to the main chassis  122 . 
     The damping fins  608  are configured to interact with a magnetic field of the hub  126  to provide control of rotation of the passenger chassis  124 . In one embodiment, the damping fins  608  include a conductive material that operates to resist movement of the damping fins  608  with respect to the magnetic field of the damping magnet  606 . In one embodiment, the damping fins  608  and damping magnet  606  may oppose rotation with respect to each other. For example, due to Lenz&#39;s law, the conductivity of the fins and the changing direction and/or magnitude of the magnetic field in the gap  610  creates a force to oppose relative movement. As will be understood by one of skill in the art, similar principles are used in eddy current brakes or inductive brakes. For example, the damping fins  608  can be described as operating as eddy current breaks to slow relative rotation of the damping fins  608 . 
     In some embodiments, the damping fins  608  are installed into the gap  610 . As the passenger chassis  124  rotates, the rotating damping fins  608  create an eddy current that provides the passenger chassis  124  with a controlled spin rate. Thus, the hub  126  dampens the rotation of the passenger chassis  124 . 
     In one embodiment, the damping fins  608  are fixed relative to the passenger chassis  124  and extend into the gap  610  of the damping magnet  606  to interact with the magnetic field in the gap  610 . Because the damping fins  608  oppose relative movement of the hub  126 , the rotation of the passenger chassis  124  with respect to the main chassis  122  is inhibited or dampened. For example, the damping fins  608  may interact with the magnetic field in the gap  610  to cause rotation of the passenger chassis  124  to slow over time, or to reduce how quickly the passenger chassis  124  will turn with respect to the main chassis  122 . In one embodiment, if the main chassis  122  is rotating (e.g. turning to move up a slope, turning to move down a slope, or traveling on a loop portion of the track  110 ) the damping fins  608  may interact with the magnetic field to provide a force inducing the passenger chassis  124  to rotate with the main chassis  122 . 
     The amount of force created by the hub  126  to control rotation may vary based on a variety of factors. For example, a magnitude of a magnetic field in the gap  610 , a magnitude of the change of the magnetic field per unit distance, an amount of area within the gap  610  occupied by the fins, conductivity of the fins, a thickness of the fins, relative speed between the damping fins  608  and the damping magnets  606 , and the like all may affect the amount of force created by the hub  126 . For instance, additional fins may be added or the material of the damping fins  608  may be altered to change the effective damping. 
       FIG.  7    illustrates a side view of the pivoting amusement ride vehicle  120  of  FIGS.  5 A- 5 B , according to one embodiment. As shown, the passenger chassis  124  may be rotatably coupled to the main chassis  122  via the hub  126 . The hub  126  includes a slewing bearing  604 , a damping magnet  606 , and a magnetic fin support bracket assembly  602 . In one embodiment, the hub  126  allows for spin control of the passenger chassis  124 . 
     For example, the hub  126  may allow the passenger chassis  124  to rotate laterally with respect to the main chassis  122  and spin or rotation of the passenger chassis  124  may be controlled by interacting with a magnetic field of the hub  126 . The slewing bearing  604  may provide a low friction interface between the passenger chassis  124  and the main chassis  122 . The magnetic fin support bracket assembly  602  may couple to the passenger chassis  124  and the damping fins  608 . The damping fins  608  may extend into a gap of the damping magnet  606  to interact with the magnetic field of the damping magnet  606 . The magnetic fin support bracket assembly  602 , damping magnet  606 , and slewing bearing  604  may be coupled together using bolts. 
       FIG.  8    illustrates a flow chart of a method  800  for operating an amusement ride consistent with embodiments of the present disclosure. The method  800  may be performed using any of the embodiments disclosed herein by an owner or operator of an amusement ride. 
     The method  800  includes providing  802  a track for supporting and guiding a track-mounted vehicle and providing  804  a track-mounted vehicle. The vehicle may include a main chassis configured to ride on the track, the main chassis comprising a frame projecting away from the track, the frame having a proximal portion and a distal portion, wherein the distal portion is further from the track than the proximal portion. The vehicle may further include a passenger chassis with one or more passenger seats. A hub may rotatably couple the passenger chassis behind the passenger seats to the distal portion of the main chassis. In some embodiments, the hub allows the passenger seats to perform a full lateral rotation relative to the main chassis. The rotation may be due to centrifugal force or a change in orientation of the main chassis relative to the track. A change in the orientation of the main chassis as the track-mounted vehicle moves along the track may cause a height of the passenger chassis to change while the hub allows the passenger chassis to laterally rotate to maintain a vertical sitting position. 
     The method  800  also includes causing  806  the track-mounted vehicle to move along the track. When the track changes the orientation of the main chassis as the track-mounted vehicle moves, the hub allows the passenger chassis to laterally rotate to maintain a vertical sitting position as the track changes an orientation of the main chassis. In some embodiments, the method  800  may further include adjusting the hub to limit rotation of the passenger chassis relative to the main chassis. Additionally, the method  800  may include damping, via the hub, the passenger chassis relative to the main chassis. 
     It will be understood by those having skill in the art that changes may be made to the details of the above-described embodiments without departing from the underlying principles presented herein. For example, any suitable combination of various embodiments, or the features thereof, is contemplated. 
     Any methods disclosed herein comprise one or more steps or actions for performing the described method. The method steps and/or actions may be interchanged with one another. In other words, unless a specific order of steps or actions is required for proper operation of the embodiment, the order and/or use of specific steps and/or actions may be modified. 
     Throughout this specification, any reference to “one embodiment,” “an embodiment,” or “the embodiment” means that a particular feature, structure, or characteristic described in connection with that embodiment is included in at least one embodiment. Thus, the quoted phrases, or variations thereof, as recited throughout this specification, are not necessarily all referring to the same embodiment. 
     Similarly, it should be appreciated that in the above description of embodiments, various features are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure. This method of disclosure, however, is not to be interpreted as reflecting an intention that any claim requires more features than those expressly recited in that claim. Rather, inventive aspects lie in a combination of fewer than all features of any single foregoing disclosed embodiment. It will be apparent to those having skill in the art that changes may be made to the details of the above-described embodiments without departing from the underlying principles set forth herein. The scope of the present invention should, therefore, be determined only by the following claims.