Patent Description:
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.

Document <CIT> discloses an amusement park ride vehicle, comprising: a chassis configured to direct the ride vehicle along a ride path in a direction of travel toward a turn; a cabin configured to hold one or more passengers, and a slider configured to translate between a neutral and cantilevered position relative to the chassis in a direction substantially transvers to the direction of travel.

The present invention is directed to an amusement park ride vehicle and corresponding method according to claims <NUM> and <NUM> respectively. Subsidiary aspects of the invention are provided in the dependent claims.

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., <NUM> 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 <NUM> 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> is a perspective view of an embodiment of a ride system <NUM>. The ride system <NUM> may include one or more ride vehicles <NUM> that hold one or more passengers. In an embodiment, multiple ride vehicles <NUM> may be coupled together (e.g., by a linkage). The ride vehicle <NUM> travels along a guide rail <NUM> that defines a ride path <NUM>. The guide rail <NUM> may be any surface on which the ride vehicle <NUM> travels. In an embodiment, the guide rail <NUM> 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 <NUM>. However, in other embodiments, the guide rail <NUM> may be a slot, or some other body or combination of bodies configured to guide the direction of the ride vehicle <NUM>. In the illustrated embodiment, the guide rail <NUM> does not bear the entirety of the weight of the ride vehicle <NUM>. However, in other embodiments, the guide rail <NUM>, like train tracks, may bear the entirety of the weight of the ride vehicle <NUM>.

As shown in <FIG>, the ride vehicle <NUM> includes a ride vehicle base <NUM> that interfaces with the guide rail <NUM>. The ride vehicle base <NUM> may include, for example, a chassis <NUM>, one or more pinch wheels <NUM>, font and rear support wheels <NUM>, slider support wheels <NUM>, and a slider <NUM>. The pinch wheels <NUM> are configured to interface with the guide rail <NUM> such that the ride vehicle <NUM> travels along the guide rail <NUM>. In the illustrated embodiment, the pinch wheels <NUM> do not bear the entirety of the weight of the ride vehicle <NUM>. Instead, the pinch wheels <NUM> merely ensure that the ride vehicle <NUM> follows the ride path <NUM> defined by the guide rail <NUM>. However, in other embodiments, the pinch wheels <NUM> may bear some or all of the weight of the ride vehicle <NUM>.

In the illustrated embodiment, the front and rear support wheels <NUM> bear some or all of the weight of the ride vehicle between the two front and two rear support wheels <NUM>. Though the illustrated embodiment includes a pair of front support wheels <NUM> and a pair of rear support wheels <NUM>, in other embodiments there may be fewer support wheels <NUM> or more support wheels <NUM>. For example, the ride vehicle base <NUM> may include <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, or more front and rear support wheels <NUM>. In some embodiments, some or all of the front and rear support wheels <NUM> may be driven wheels that rotate to propel the ride vehicle <NUM> along the ride path <NUM>. For example, some or all of the front and rear support wheels <NUM> 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 <NUM> to propel the ride vehicle <NUM> along the ride path <NUM>.

As is described in more detail below, the slider <NUM> may be configured to laterally move a cabin <NUM> in a direction substantially transverse to a direction of travel <NUM> of the ride vehicle <NUM>. As such, the ride vehicle base <NUM> may include slider support wheels <NUM> that are configured to provide support for the slider <NUM> and the cabin <NUM> when the slider <NUM> is in an extended or partially extended position and the center of mass of the cabin <NUM> is cantilevered outward relative to a central plane <NUM> of the chassis <NUM>, which extends along the direction of travel <NUM>. In the illustrated embodiment, the slider support wheels <NUM> do not provide a propulsive force, however, in other embodiments, the slider support wheels <NUM> may include or be coupled to a drive mechanism.

The slider <NUM> may be configured to laterally move the cabin <NUM> in a direction substantially transverse to the direction of travel <NUM> of the ride vehicle <NUM> in order to simulate a sharp turn. As shown and described with regard to <FIG>, the slider <NUM> may include, for example, a track extending in a direction substantially transverse to the direction of travel <NUM> of the ride vehicle <NUM>, and a carriage configured to travel along the track and support a rotator <NUM> and the cabin <NUM>. In some embodiments, the slider <NUM> 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 <NUM> is cantilevered outward relative to a central plane <NUM> of the chassis <NUM>). In other embodiments, the slider <NUM> 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 <NUM> may include a counterweight. For example, one of the plates may be coupled to the rotator <NUM> and the cabin <NUM> and the second plate may act as a counterweight or be coupled to the counterweight. In further embodiments, the slider <NUM> may include one or more springs and/or dampers. Additional embodiments of the slider <NUM> are also envisaged.

The rotator <NUM> is disposed between the slider <NUM> and the cabin <NUM> and is configured to allow the cabin <NUM> to rotate relative to the slider <NUM>. For example, the rotator <NUM> may be coupled to the slider <NUM> on a first side and coupled to the cabin <NUM> on a second side. As shown and described below with regard to <FIG>, the rotator <NUM> may include, for example, first and second plates configured to rotate relative to one another. In some embodiments, the rotator <NUM> 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 <NUM> may be capable of tilting the cabin <NUM> in addition to rotating the cabin <NUM> (e.g., to simulate a banked or cambered turn). For example, the rotator <NUM> may include a motion base with a desired number of degrees of freedom.

The cabin <NUM> may be supported by the rotator <NUM> and configured to rotate with the rotator <NUM>. For the sake of simplicity, the cabin <NUM> is represented by a transparent box in <FIG>. However, the cabin <NUM> may be any compartment configured to house guests. As such, it should be understood that the shape of the cabin <NUM> is not limited to a cube or rectangular prism. Further, the cabin <NUM> may include a framework that acts as structural support for the cabin <NUM>. The cabin <NUM> may also include panels or siding that couples to the framework to close in the cabin <NUM>. As such, the cabin <NUM> may be open or closed. The cabin <NUM> may include seats or places on which guests may sit. In some embodiments, the cabin <NUM> may also include restraint systems to hold guests in place as the cabin <NUM> makes movements. In other embodiments, guests may be free to stand or move about within the cabin <NUM>.

In some cases, an operator of the ride system <NUM> may wish to create the effect of the ride vehicle <NUM> making a sharp (e.g., <NUM> degree) turn. However, the ride system <NUM> may have certain limitations that prevent the ride vehicle base <NUM> from making a sharp turn. For example, the guide rail <NUM> may have a minimum bend radius or a minimum radius of the guide rail <NUM> that the ride vehicle <NUM> can traverse. In other embodiments, the ride vehicle <NUM> may have a minimum turning radius (e.g., due to the geometry of the chassis <NUM>, the pinch wheels <NUM>, the front and rear support wheels <NUM>, the slider support wheels <NUM>, other components, or some combination thereof). As such, the slider <NUM> and the rotator <NUM> may actuate in concert such that the cabin <NUM> makes a sharp turn while the ride vehicle base <NUM> makes a more gradual turn along the guide rail <NUM>. Riders in the cabin <NUM> will traverse a path that includes a substantially <NUM> degree turn and feel as though the entire ride vehicle <NUM> is making such a turn. Thus, maneuvers can be simulated that are not actually occurring for each feature of the ride vehicle <NUM> (e.g., the ride vehicle base <NUM>).

As shown in <FIG>, where the ride vehicle <NUM> is going to make a turn as it progresses in the direction of travel <NUM>, the guide rail <NUM> includes a bend <NUM> having a bend radius. <FIG> includes a first line <NUM> that substantially aligns with the guide rail <NUM> before the bend <NUM> and a second line <NUM> that substantially aligns with the guide rail <NUM> after the bend <NUM>. The first line <NUM> and the second line <NUM> intersect with one another at a point <NUM>. In the illustrated embodiment, the first line <NUM> and the second line <NUM> are perpendicular to one another (e.g., the first line <NUM> and the second line <NUM> intersect with one another at a <NUM> degree angle). However, it should be understood that in other embodiments, the first line <NUM> and the second line <NUM> may intersect one another at an oblique angle or some other angle. For example, the turn may have an angle of <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> degrees, or some other value. For example, as the ride vehicle base <NUM> travels along the guide rail <NUM> through the bend <NUM> toward an apex <NUM> of the turn, the slider <NUM> extends toward the outside of the bend <NUM> and the rotator <NUM> rotates opposite the direction of the turn such that the cabin continues to travel along the first line <NUM> toward the point <NUM> as the guide rail <NUM> diverges from the first line <NUM>. In some embodiments, the rotator <NUM> may rotate the cabin <NUM> the same number of degrees as the turn (e.g., <NUM> degrees) to simulate a sharp turn. In other embodiments, upon reaching the point <NUM>, the cabin <NUM> may shift directions without rotating. As the ride vehicle base <NUM> proceeds along the guide rail <NUM>, past the apex <NUM> of the bend <NUM>, the rotator <NUM> rotates in the direction of the turn and the slider <NUM> contracts toward the inside of the bend <NUM>, to the neutral position, such that the cabin <NUM> travels along the second line <NUM> away from the point <NUM> as the guide rail <NUM> converges with the second line <NUM>.

<FIG> is a perspective view of the ride vehicle <NUM> at the apex <NUM> of the turn. As shown, the slider <NUM> is extended toward the outside of the turn and the rotator <NUM> is rotated such that a first central plane <NUM> of the cabin <NUM> is substantially aligned with the first line <NUM>. Upon reaching the apex <NUM> of the turn, the rotator <NUM> may rotate such that the first central plane <NUM> is substantially aligned with the second line <NUM>. In other embodiments, the ride vehicle <NUM> may proceed along the guide rail <NUM> such that a second central plane <NUM> of the cabin <NUM> is substantially aligned with the second line <NUM>. If the turn is not a <NUM> degree turn, the rotator <NUM> may rotate at or near the apex <NUM> such that the first central plane <NUM>, the second central plane <NUM>, or neither central plane, is substantially aligned with the second line <NUM>. As the ride vehicle <NUM> proceeds through the turn, away from the apex <NUM>, the slider <NUM> may retract, sliding back to the neutral position and the rotator <NUM> may rotate such that either the first central plane <NUM> or the second central plane <NUM> is substantially aligned with the second line <NUM>. In the illustrated embodiment, the first central plane <NUM> and the second central plane <NUM> each respectively bisect the cabin <NUM> and one another such that the first central plane <NUM> and the second central plane <NUM> define quarters of the cabin <NUM>.

<FIG> is a schematic of a control system <NUM> for the ride vehicle <NUM>. The control system <NUM> may include a processor <NUM> and a memory component <NUM>, which may control and/or receive inputs from various components throughout the ride system <NUM>. The processor <NUM> may be used to run programs, execute instructions, interpret inputs, generate control signals, and/or other similar functions. The memory component <NUM> may be used to store data, programs, instructions, and so forth.

The control system <NUM> may be in communication with various components of ride vehicle <NUM>, such as the cabin <NUM>, the rotator <NUM>, the slider <NUM>, a guide rail coupling system <NUM>, a drive system <NUM>, and or other components of the ride vehicle <NUM>. In some embodiments, the control system <NUM> may also be in communication (e.g., wired or wireless) with a control system for the entire ride system <NUM>. As shown, and discussed in more detail below, each of the rotator <NUM>, the slider <NUM>, the guide rail coupling system <NUM>, and a drive system <NUM> may include sensors and actuators that may be in communication with the control system <NUM>. The control system <NUM> 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 <NUM>, the slider <NUM>, the guide rail coupling system <NUM>, the drive system <NUM>, and so forth.

For example, the guide rail coupling system <NUM> (which may include, among other components, the pinch wheels <NUM> shown in <FIG> and <FIG>), may include one or more sensors <NUM> and/or one or more actuators <NUM> for coupling and decoupling the ride vehicle <NUM> to the guide rail. For example, the sensors <NUM> may include proximity sensors, laser sensors, and so forth for determining the position of the guide rail relative to the ride vehicle <NUM>, the presence of the guide rail, the position of the actuators <NUM>, etc. The actuators <NUM> 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 <NUM> to and from the guide rail. The sensors <NUM> may sense one or more parameters of interest and provide data to the control system <NUM>. The control system <NUM> may then process the data and generate a control signal that is sent to the one or more actuators <NUM>. The actuators <NUM> may then actuate in response to the control signal.

The drive system <NUM> (which may include, among other components, the front and/or rear support wheels <NUM> shown in <FIG> and <FIG>), may include one or more sensors <NUM> and/or one or more actuators <NUM> propelling the ride vehicle <NUM> along the guide rail. For example, the sensors <NUM> 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 <NUM>, the position of the actuators <NUM>, etc. The actuators <NUM> may include an electric motor, a combustion engine, one or more magnetic actuators, etc. for propelling the ride vehicle <NUM> along the guide rail. Though not shown, the drive system <NUM> 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 <NUM> may sense one or more parameters of interest and provide data to the control system <NUM>. The control system <NUM> may then process the data and generate a control signal that is sent to the one or more actuators <NUM>. The actuators <NUM> may then actuate in response to the control signal.

The sliding system (e.g., the slider <NUM>), 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 <NUM> to move laterally from a neutral position toward an edge of the chassis <NUM>. Some embodiments of the sliding system <NUM> may include a counterweight <NUM> to offset the moment created by movement of the sliding system <NUM> by moving opposite the cabin <NUM>. Further, the sliding system <NUM> may include one or more sensors <NUM> and/or one or more actuators <NUM> to actuate the sliding system <NUM>. For example, the sensors <NUM> may include sensors for sensing a position of the slider <NUM>, a position of the cabin <NUM>, a position of the ride vehicle <NUM>, or some other measurable parameter. The actuators <NUM> may include a linear motor, a servo, or some other actuator for actuating the slider <NUM> to achieve lateral movement of the cabin <NUM>. However, in some embodiments, the slider <NUM> may not include actuators and may rely on the momentum and/or centrifugal force to move the slider <NUM>. The sensors <NUM> may sense one or more parameters of interest and provide data to the control system <NUM>. The control system <NUM> may then process the data and generate a control signal that is sent to the one or more actuators <NUM>. The actuators <NUM> may then actuate in response to the control signal.

The rotation system (e.g., the rotator <NUM>), 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 <NUM> to rotate about an axis. Some embodiments of the rotator <NUM> may also tilt the cabin <NUM> in one or more directions (e.g., to simulate a banked or cambered turn). The rotation system <NUM> may include one or more sensors <NUM> and/or one or more actuators <NUM> to actuate the rotation system <NUM>. For example, the sensors <NUM> may include sensors for sensing a position of the rotator <NUM>, a position of the cabin <NUM>, a position of the ride vehicle <NUM>, or some other measurable parameter. The actuators <NUM> may include a linear motor, a servo, or some other actuator for actuating the rotation system <NUM> to achieve rotational movement of the cabin <NUM>. The sensors <NUM> may sense one or more parameters of interest and provide data to the control system <NUM>. The control system <NUM> may then process the data and generate a control signal that is sent to the one or more actuators <NUM>. The actuators <NUM> may then actuate in response to the control signal.

<FIG> is a flow chart of a process <NUM> for simulating a sharp (e.g., <NUM> degree) turn, where first and second lines intersect, with a vehicle having a limited turning radius. At block <NUM>, the ride vehicle is directed along a guide rail and/or ride path substantially aligned with the first line toward the turn. At block <NUM>, 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 <NUM>) 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 <NUM>, the ride vehicle passes through the apex of the turn. At block <NUM>, 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., <NUM> 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 <NUM>), and such that the central plane of the cabin remains substantially aligned with the second line. At block <NUM>, the ride vehicle exits the turn.

<FIG> illustrate various embodiments of the slider <NUM> and the rotator <NUM>. <FIG> is a perspective view of the slider <NUM>, including a carriage <NUM> that moves along a pair of substantially parallel rails <NUM>. As shown, the rails <NUM> may be coupled to one another, and held in place, by first and second end caps <NUM> disposed at either end of each rail <NUM>. The rails <NUM> and the end caps <NUM> may combine to form a slider body <NUM>. The slider body <NUM> may or may not be a part of the chassis. As previously described, the carriage <NUM> may move back and forth along the rails <NUM> to move the cabin relative to the chassis. In some embodiments, the end caps <NUM> may act as mechanical stops for the carriage <NUM>.

<FIG> is a perspective view of the slider <NUM>, including the carriage <NUM> that moves along one or more features <NUM> of the slider body <NUM>. The slider body <NUM> may be a length of material (e.g., extruded, molded, cast, etc.) having the one or more features <NUM> that extend along part of or an entire length of the slider body <NUM> to which the carriage <NUM> couples. Though the embodiment of <FIG> shows a raised feature <NUM>, the feature <NUM> may be a recessed feature. Similarly, though the embodiment of <FIG> shows a single feature <NUM>, the one or more features <NUM> should be understood to include multiple features <NUM>. As previously described, the carriage <NUM> may move back and forth along the one or more features <NUM> to move the cabin relative to the chassis.

<FIG> is a side view of the slider <NUM>, including the counterweight <NUM>, with the carriage <NUM> at the neutral position. As previously described, the counterweight <NUM> may be configured to move opposite the carriage <NUM> along the slider body <NUM> as the carriage <NUM> leaves the neutral position to counteract the cantilever effect caused by movement of the carriage <NUM>. In the instant embodiment, the counterweight <NUM> is coupled to the carriage <NUM> via one or more couplings <NUM>. The couplings <NUM> may include, for example, cables, belts, mechanical linkages, etc. In some embodiments, the couplings <NUM> may extend around one or more pulleys <NUM> to reduce friction associated with movement of the carriage <NUM> and the counterweight <NUM>. However, it should be understood that in some embodiments, the carriage <NUM> and the counterweight <NUM> may not be coupled to one another. For example, the carriage <NUM> and the counterweight <NUM> may each be actuated by one or more actuators. In <FIG>, the carriage <NUM> is shown in the neutral position, centered along the length of the slider body <NUM> and aligned directly above the counterweight <NUM>.

<FIG> is a side view of the slider <NUM>, including the counterweight <NUM>, with the carriage <NUM> out of the neutral position. As shown, as the carriage <NUM> moves to the left, the counterweight <NUM> moves to the right to offset the cantilever effect created by movement of the carriage <NUM>. When the carriage <NUM> returns to the neutral position, so too does the counterweight <NUM>. Similarly, as the carriage <NUM> moves to the right, the counterweight <NUM> moves to the left to offset the cantilever effect created by movement of the carriage <NUM>.

<FIG> is a side view of the slider <NUM>, including first and second plates <NUM>, <NUM>, at the neutral position. In the illustrated embodiment, the second plate <NUM> may act as the counterweight and may be configured to move opposite the first plate <NUM> as the first plate <NUM> moves out of the neutral position to counteract the cantilever effect caused by movement of the first plate <NUM>. The first and second plates <NUM> may be coupled to one another via one or more brackets <NUM>.

<FIG> is a side view of the slider <NUM>, including first and second plates <NUM>, <NUM>, out of the neutral position. As shown, as the first plate <NUM> moves to the left, the second plate <NUM> moves to the right to offset the cantilever effect created by movement of the first plate <NUM>. When the first plate <NUM> returns to the neutral position, so too does the second plate <NUM>. Similarly, as the first plate <NUM> moves to the right, the second plate <NUM> moves to the left to offset the cantilever effect created by movement of the first plate <NUM>.

<FIG> is a schematic view of the slider <NUM>, including springs <NUM> and dampers <NUM>. In some embodiments one or more springs <NUM> and/or one or more dampers <NUM> may be used to tune the movement of the slider <NUM>. For example, in some embodiments, the slider <NUM> 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 <NUM> and/or one or more dampers <NUM> in order to achieve the desired movement of the slider <NUM> in turns. However, in some embodiments, springs <NUM> and/or dampers <NUM> may be used in conjunction with actuators to tune movement of the slider <NUM>.

<FIG> is a perspective view of an embodiment of the rotator <NUM>. As illustrated, the rotator <NUM> may include a first plate <NUM>, which may be coupled to the slider, and a second plate <NUM>, which may be coupled to the cabin. The first and second plates <NUM>, <NUM> may be coupled to one another via a bearing <NUM> that allows the first and second plates <NUM>, <NUM> to rotate relative to one another with reduced friction. In some embodiments, the rotator <NUM> may include an actuator <NUM> (e.g., a servo, a rotary motor, a linear motor, etc.) configured to rotate the second plate <NUM> relative to the first plate <NUM>, or rotate the first plate <NUM> relative to the second plate <NUM>.

It should be understood that, though <FIG> and <FIG> show the ride vehicle sitting on top of, and traveling along, a single guide rail, other embodiments are envisaged. For example, <FIG> illustrate an embodiment in which a ride vehicle is suspended beneath two guide rails. <FIG> is a perspective view of an embodiment of the ride vehicle system <NUM> as the ride vehicle <NUM> approaches the bend <NUM> in the guide rails <NUM>. In the instant embodiment, the ride path <NUM> is defined by first and second guide rails <NUM>, which extend substantially parallel to one another. As with previously described embodiments, the ride vehicle <NUM> is coupled to the guide rails <NUM> via the ride vehicle base <NUM>, which may include the guide rail coupling system <NUM> shown in <FIG>. However, in the instant embodiment, the ride vehicle base <NUM> is suspended beneath the guide rails <NUM> rather than sitting on top of the guide rails <NUM>. The slider <NUM> is configured to laterally translate the rotator <NUM> and the cabin <NUM> in a direction substantially perpendicular to the direction of travel <NUM> along the guide rails <NUM>. The rotator <NUM> is coupled to the slider <NUM> and is configured to rotate the cabin <NUM> relative to the ride vehicle base <NUM>. In some embodiments, the rotator <NUM> may also be capable of tilting the cabin <NUM> relative to the ride vehicle base <NUM> (e.g., to simulate a banked or cambered turn). As shown in <FIG>, as the ride vehicle <NUM> approaches the bend <NUM> in the guide rails <NUM>, the slider <NUM> and the rotator <NUM> are in neutral positions such that the central plane <NUM> of the cabin <NUM> is substantially aligned with the first line <NUM>.

<FIG> is a perspective view of an embodiment of the ride vehicle system <NUM> as the ride vehicle <NUM> reaches the bend <NUM> in the guide rails <NUM>. As the ride vehicle <NUM> continues and traverses the bends <NUM> in the guide rails <NUM> and the guide rails <NUM> diverge from a substantially parallel orientation with respect to the first line <NUM>, the slider <NUM> extends toward the outside of the bend <NUM> and the rotator <NUM> rotates opposite the direction of the turn such that the central plane <NUM> of the cabin <NUM> is substantially aligned with the first line <NUM>.

<FIG> is a perspective view of an embodiment of the ride vehicle system <NUM> as the ride vehicle <NUM> reaches the apex <NUM> of the bend <NUM> in the guide rails <NUM>. As shown, at the apex <NUM> of the bend <NUM>, the slider <NUM> is extended toward the outside of the bend <NUM> and the rotator <NUM> is rotated such that the central plane <NUM> of the cabin <NUM> is substantially aligned with the first line <NUM>. In some embodiments, upon reaching the apex <NUM>, the rotator <NUM> may rotate such that the central plane <NUM> of the cabin <NUM> is substantially aligned with the second line <NUM>. In other embodiments, the rotator <NUM> may not rotate and the cabin <NUM> may maintain its substantial alignment as the cabin <NUM> travels along the second line <NUM>.

<FIG> is a perspective view of an embodiment of the ride vehicle system <NUM> as the ride vehicle <NUM> travels away from the apex <NUM> of the bend <NUM> in the guide rails <NUM>. As the ride vehicle <NUM> proceeds along the guide rails <NUM>, past the apex <NUM> of the bend <NUM>, the rotator <NUM> rotates in the direction of the turn and the slider <NUM> contracts toward the inside of the bend <NUM>, toward the neutral position, and such that the central plane <NUM> of the cabin <NUM> travels along the second line <NUM> away from the point <NUM> as the guide rails <NUM> converge with the second line <NUM>.

<FIG> is a perspective view of an embodiment of the ride vehicle system <NUM> as the ride vehicle <NUM> exits the bend <NUM> in the guide rails <NUM>. As the ride vehicle <NUM> proceeds along the guide rails <NUM>, past the bend <NUM>, the slider <NUM> and the rotator <NUM> return to their respective neutral positions, such that the central plane <NUM> of the cabin <NUM> travels along the second line <NUM> away from the point <NUM>.

It should be understood that, though <FIG>, <FIG>, and <FIG> describe using the slider <NUM> and rotator <NUM> to simulate a sharp turn with the ride vehicle <NUM>, that these techniques may be used to create other effects for the ride vehicle <NUM>. For example, <FIG> and <FIG> illustrate the ride vehicle <NUM> simulating a slalom motion while traveling along a straight ride path <NUM>.

<FIG> is a perspective view of an embodiment of the ride vehicle system <NUM> beginning to simulate the slalom motion. As shown, the slider <NUM> extends in a first linear or lateral direction <NUM> and the rotator <NUM> rotates in a second rotational direction <NUM> such that the central plane <NUM> of the cabin <NUM> is no longer substantially aligned with the second line <NUM>. In some embodiments, the central plane <NUM> of the cabin <NUM> may be offset from and oblique to the second line <NUM>. In other embodiments, the central plane <NUM> of the cabin <NUM> may be offset from, but substantially parallel to the second line <NUM>. In further embodiments, the central plane <NUM> of the cabin <NUM> may be oblique to, but not offset from, the second line <NUM>.

<FIG> is a perspective view of an embodiment of the ride vehicle system <NUM> in the middle of simulating the slalom motion. As shown, the slider <NUM> extends in a third direction linear or lateral <NUM>, opposite the first linear or lateral direction <NUM>. Correspondingly, the rotator <NUM> rotates in a fourth rotational direction <NUM>, opposite the second rotational direction <NUM>, such that the central plane <NUM> of the cabin <NUM> is no longer substantially aligned with the second line <NUM>. In some embodiments, the central plane <NUM> of the cabin <NUM> may be offset from and oblique to the second line <NUM>. In other embodiments, the central plane <NUM> of the cabin <NUM> may be offset from, but substantially parallel to the second line <NUM>. In further embodiments, the central plane <NUM> of the cabin <NUM> may be oblique to, but not offset from, the second line <NUM>. These motions (i.e., back and forth movement of the slider <NUM> and the rotator <NUM>) 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 <NUM> back and forth in open space.

These techniques may be used to create the effect that the ride vehicle <NUM> is quickly swerving (e.g., to avoid hitting one or more objects) or slaloming through multiple objects while the guide rails <NUM> remain straight. Similarly, the slider <NUM> and the rotator <NUM> disposed between the ride path <NUM> and the cabin <NUM> may be used to move the cabin <NUM> without the guide rails <NUM> being shaped to create these movements. Accordingly, using such a system, the ride system <NUM> may move the cabin <NUM> in ways that would be difficult or inefficient to achieve by merely following the one or more guide rails <NUM> that define the vehicle path. Though some movements of the cabin <NUM> may be possible to achieve by shaping the guide rails <NUM> appropriately (e.g., without the slider <NUM> and the rotator <NUM>), manufacturing the guide rails <NUM> with the appropriate shapes may be difficult, expensive, and or inefficient. Accordingly, it may conserve resources to use straight guide rails <NUM> and achieve the desired motion of the cabin <NUM> using the slider <NUM> and the rotator <NUM>.

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 <NUM> 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 <NUM>%, <NUM>%, <NUM>%, <NUM>%, <NUM>%, <NUM>%, <NUM>%, 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.

Claim 1:
An amusement park ride vehicle (<NUM>), comprising:
a chassis (<NUM>) configured to direct the amusement park ride vehicle (<NUM>) along a ride path in a direction of travel toward a turn;
a cabin (<NUM>) configured to hold one or more passengers;
a slider (<NUM>) disposed between the chassis (<NUM>) and the cabin (<NUM>), wherein the slider (<NUM>) is configured to translate the cabin (<NUM>) between a neutral position and a cantilevered position relative to the chassis (<NUM>) in a direction substantially transverse to the direction of travel; and
a rotator (<NUM>) coupled between the slider (<NUM>) and the cabin (<NUM>), wherein the rotator (<NUM>) is configured to rotate the cabin (<NUM>) relative to the slider (<NUM>) and wherein the slider is configured to carry the rotator in a direction substantially transverse to the direction of travel.