TECHNICAL FIELD

The present invention generally concerns the field of amusement rides (also known in the sector under the term amusement apparatus) and, in particular, an amusement ride to move vehicles adapted to accommodate passengers, at least vertically. Specifically, the present invention concerns an amusement ride to move vehicles at least vertically and the respective operating method.

It should immediately be noted that the amusement ride and the method according to the invention can be used in different types of amusement rides in which the seat can perform various movements in addition to a movement in the vertical direction.

KNOWN PRIOR ART

The amusement rides, used for example in amusement parks and theme parks, comprise vehicles in the form of carriages or seats which are moved so as to create a state of fun and/or adrenaline in the passengers possibly housed inside the aforesaid vehicles.

In particular, vertically moving amusement rides are known, wherein the vehicles that accommodate passengers are typically moved along a direction orthogonal to the plane on which the amusement ride rests, which direction generally coincides with the vertical direction with respect to the horizontal plane typically corresponding to the ground on which the amusement ride itself rests.

Among those belonging to the aforesaid category of amusement rides, the best known examples are provided by the amusement rides that simulate free falling, also named drop towers. In such attractions, the vehicles intended to accommodate the passengers are loaded in a boarding station. Once the passengers have been seated, the vehicles are transported, by appropriate movement systems, to several meters of height from the ground so as to then be dropped in free fall, i.e. subjected only to their own weight force. Appropriate braking systems slow down the dropping movement of the vehicles, which approach the ground at a reduced speed reaching the disembarking station, where the passengers abandon the vehicles and which typically coincides with the boarding station. Although on one hand such amusement rides are particularly appreciated for the high level of excitement and adrenaline produced in passengers, who experience the sensation of falling through the air, on the other hand, it is clear that they are monotonous and repetitive.

Some solutions of amusement rides for moving vertically and which implement more complex movements are present in the known art so as to solve such drawbacks.

An example are the drop towers in which the passenger experiences several times the process of falling through the air. Typically, in such solutions, the ascending of the vehicles to the top of the tower is stopped one or more times to make passengers experience one or more partial free falling processes, until the top of the tower is reached and performing a drop along the entire height of the amusement ride.

A further example is provided by the amusement rides for moving vertically in which the speed of the descending and/or ascending movement of the vehicles is varied. The passengers of such amusement rides are thus subjected to different types of speeds and accelerations. In such sense, it is a matter of trying to increase the state of fun and adrenaline of the passengers.

Still, other solutions involve combining the ascending and/or descending motion of the vehicles with other movements. Such movements can concern both the vehicle or the seat on which the passengers are seated (for example, vibrations and/or rotations) and the structure of the amusement ride (for example, rotations or tilts of the tower along which the vehicles are shifted upwards or downwards).

Although such solutions are able to produce a greater level of fun and/or adrenaline in the passengers, they continue to suffer from other defects common to the known amusement rides for moving vertically.

The known amusement rides for moving vertically in fact have braking systems which make the drop stopping particularly abrupt. Typically, the known braking systems comprise magnetic brakes which brake to a stop the movement of the free falling vehicles by electromagnetic induction and thus without contact. With respect to the traditional friction brakes, magnetic brakes are particularly appreciated for the almost total absence of problems related to wear.

However, a disadvantage related to the known braking systems is that the braking action exerted is particularly abrupt. In this respect, the interruption of the dropping movement is uncomfortable for the passengers present on the amusement ride for moving vertically. A further disadvantage related to the known amusement rides for moving vertically is that they do not provide for any interaction with the passengers or, anyhow, provide for an interaction with the amusement ride that is unrelated to the type of movement performed by the vehicle. The impression generated in passengers is therefore that of being passive subjects inside the vehicles moving in said amusement rides or, anyhow, of not being in control of the movement of the vehicle inside which they are housed.

Still a further disadvantage of the known amusement rides is that of providing particularly complex movement and/or braking systems. In addition to providing huge purchase and installation costs, such amusement rides also require particularly expensive and demanding periodic maintenance, which leads to significant management costs.

Thus, there is still a need to overcome the drawbacks complained of in the use of the amusement rides for moving vertically of known type.

Object of the present invention is to provide an amusement ride to move vehicles at least vertically, which vehicles are adapted to house passengers and which allows the passengers themselves to experience a particularly comfortable and not abrupt stopping of the descending movement.

Further object of the present invention is to provide an amusement ride to move vehicles at least vertically and in which the interaction with the passengers is directly related to the type of movement performed by the vehicles housing the passengers.

Still, further object of the present invention is to provide an amusement ride to move vehicles at least vertically that is particularly simple and economical both in terms of installation costs and in terms of management costs.

Further object of the present invention is to provide an operating method to operate said amusement ride to move vehicles at least vertically that is particularly simple to implement and that provides a natural and exciting experience to the passengers housed in the vehicles during the ascending and descending movements of the vehicle. SUMMARY OF THE INVENTION

These and further objects are reached by means of an amusement ride to move vehicles at least vertically according to claim 1 and by means of the operating method to operate the aforesaid amusement ride according to claim 11.

Further aspects and/or characteristics of the invention are set forth in the dependent claims.

According to a first aspect, the present invention concerns an amusement ride to move vehicles at least vertically, simply defined as amusement ride hereunder. The term “to move at least vertically” means that the vehicles installed in the present amusement ride are configured to carry out at least one movement, i.e. ascending and descending, along a vertical direction. Further types of movements can be combined with such movement, so as rotations and/or tilts and/or vibrations which will be added to the vertical movement to enhance the experience perceived by the passengers possibly housed inside the vehicles.

According to an aspect of the present invention, the amusement ride comprises a column extending along a vertical direction. Such column acts as a support for the components of the amusement ride, which components will be described hereunder. Such column extends along a vertical direction. Specifically, within the present description, the term “vertical direction” means a direction substantially perpendicular to the horizontal plane on which the amusement ride rests. Such horizontal bearing plane typically coincides with the ground or with a raised plane parallel to the ground and, thus, the vertical direction coincides with the vertical to the ground. Preferably, the column has a prevalent extension along the vertical direction, i.e. the extension of the column along the vertical direction is greater than the extension of the column itself along other directions orthogonal to the vertical direction. In other words, the column prevalently extends in height and has base sides reduced with respect to its height.

According to a further aspect, the amusement ride comprises at least one vehicle configured to accommodate at least one passenger. Said at least one vehicle is supported by said column, i.e. is connected to said column. Specifically, said at least one vehicle is movable on said column along the vertical direction, preferably along a pair of tracks. The at least one vehicle is movable between a maximum height, in which the vehicle is positioned substantially at an end of the column distal from the horizontal bearing plane, and a minimum height, in which the vehicle is positioned substantially at an end of the column proximal to the horizontal bearing plane, i.e. the end opposite the end distal from the horizontal plane. Typically, the minimum height of the vehicle coincides with the boarding and disembarking stations for boarding and disembarking passengers on or from said at least one vehicle. Said at least one vehicle can comprise one or more seats, or similar elements known in the art, adapted to safely accommodate one or more passengers.

In the present document, a movement of the at least one vehicle towards the maximum height position will be denoted as ascending movement or as a reascending movement. On the contrary, a movement of the at least one vehicle towards the minimum height position will be denoted as a dropping movement.

In the same way, the term “downward” or “descending” denotes a movement along the vertical direction towards the minimum height position or the horizontal bearing plane of the amusement ride. Whereas the term “upward” or “ascending” denotes a movement in the opposite direction, i.e. towards the maximum height.

According to a further aspect, the amusement ride comprises at least one movement system for moving the at least one vehicle. Specifically, the amusement ride comprises a movement system for each vehicle. Said movement system is configured to move said vehicle along the vertical direction. In other words, the movement system is intended for both the ascending and descending movements of the vehicle along the vertical direction. According to an aspect, the amusement ride comprises a control unit. Such control unit is operatively connected to the at least one movement system to control its action and, thus, to drive the movement along the vertical direction of the at least one vehicle connected to the aforesaid movement system. As it will become clearer hereunder, said control and command unit is configured to drive the behavior of one or more of the components of the movement system so as to manage the movements of the at least one vehicle. Depending on the embodiment, said control unit can be distributed or centralized. Always according to an embodiment, said control unit can be located inside the column, in the proximity of the column or in a remote position with respect to the column.

According to an aspect of the present invention, the movement system comprises at least one pneumatic assembly comprising a cylinder and a piston housed within said cylinder. Specifically, said piston is movable within said cylinder, i.e. the piston can slide inside the cylinder within which it is housed. Said piston defines a first chamber with the cylinder within which it is accommodated. Said first chamber is thus defined by the inner walls of the cylinder and the head of the piston. In particular, said piston of the pneumatic assembly is operatively connected to a corresponding vehicle so as to move between a maximum contraction position and a maximum exposure position. In the maximum contraction position, the piston is maximally contained inside the cylinder, whereas, in the maximum exposure position, the piston is maximally exposed from the inside of the cylinder. The maximum contraction position corresponds to the maximum height position of the vehicle along the column of the amusement ride and to the maximum volume of the first chamber. The maximum exposure position corresponds to the minimum height of the vehicle along the column of the amusement ride and to the minimum volume of the first chamber. It should be noted that, with reference to the connection between the piston and the vehicle, the term operatively connected denotes a relationship between said piston and vehicle, preferably by interposing one or more components that lead them to move simultaneously. In other words, a movement of the vehicle corresponds to a movement of the piston. More specifically, a movement towards the maximum contraction position of the piston corresponds to a movement towards the maximum height of the vehicle (ascending movement). Similarly, a movement towards the maximum exposure position of the piston corresponds to a movement towards the minimum height of the vehicle (a dropping movement). According to a different perspective, an expansion of the first chamber corresponds to an ascending movement. Vice-versa, a contraction of the first chamber corresponds to a dropping movement.

According to a further aspect of the present invention, said movement system comprises a first valve connected to said first chamber and whose opening and closing can be commanded by the control and command unit. Said first valve is thus operatively connected to the control and command unit so as its opening and closing is commanded by said control and command unit. The opening and the closing of the first valve, both commanded by the control and command unit, are configured to control at least one movement of said vehicle, towards the minimum height (dropping movement) and/or towards the maximum height (ascending movement). Specifically, the opening of the first valve opens the first chamber, i.e. puts it in fluid communication with the environment outside the pneumatic assembly. Instead, the closing of the first valve hermetically closes, i.e. makes airtight, the first chamber, which chamber cannot exchange fluids with the environment outside the pneumatic assembly.

Specifically, the opening of the first valve causes the opening of the first chamber and, thus, the coming out of air from the first chamber itself. The coming out of air is caused by the movement of the piston towards the maximum exposure position, without opposition of resistance by the air present in the first chamber, following the dropping movement of the vehicle towards the minimum height position subjected to its weight force. The closing of the first valve closes the first chamber and the air present therein opposes the movement of the piston towards the maximum exposure position. Consequently, the dropping movement of the vehicle towards the minimum height is also stopped. However, by virtue of the law of inertia, the stopping of the dropping movement is not immediate and the piston temporarily continues its stroke towards the maximum exposure position, i.e. the first chamber continues to contract until it stops beyond the position of equilibrium. Thus, a pressure builds up inside the first chamber, such as to push the piston in the opposite direction, i.e. towards the maximum contraction position. A temporary oscillatory movement of the vehicle, alternating ascending movements and dropping movements which are gradually dampened until a position of equilibrium is reached, is thus created so as to simulate the effect of dropping on an air cushion. By keeping the first valve closed, it is possible to feed air into the first chamber and to cause the piston to move towards the maximum contraction position, thus causing the ascending of the vehicle, i.e. its movement towards the maximum height.

It should be noted that, in the present amusement ride, the control at least of the movement of the vehicle, in particular of the dropping movement, is performed without using classic braking systems, such as for example magnetic brakes. Such type of brakes can anyhow be provided for safety issues but are not the main ones involved in the operations for stopping the drop of a vehicle along the column of the amusement ride.

Advantageously, the presence of a pneumatic assembly provided with a first valve, whose opening and closing can be commanded, allows a less abrupt and more natural handling of the stopping of the dropping movement. In fact, the present amusement ride allows to simulate the dropping of the vehicle on an air cushion, i.e. allows to simulate a drop followed by a bounce, followed by further drops and bounces of gradually decreasing size. Always advantageously, such type of stopping of the dropping movement is more exciting and firn than the traditional progressive braking caused by the known braking systems.

According to a preferential aspect of the present invention, said at least one vehicle comprises an actuating device operable by said passenger. Preferably, the actuating device is a manual type actuating device. Specifically, said actuating device is operable by said passenger to command at least one movement of the at least one vehicle towards said maximum height, i.e. the ascending movement. Always preferably, the at least one vehicle comprises a sensor. Such sensor is operatively connected to said actuating device and is configured to detect an actuation thereof by a passenger. Said sensor is in communication with said control and command unit. In an embodiment, said sensor is in communication with said control and command unit by means of a wired connection, for example a magnetic strip. According to further embodiments, said sensor is in communication with said control and command unit by means of a wireless connection, for example a Wi-Fi connection.

According to an embodiment, the sensor is configured to send a pulse signal to the control and command unit, i.e. a command representative only of the actuation of the actuating device by a passenger.

In another embodiment, the sensor is configured to send a more complex signal to the control and command unit, for example a command representative of the force exerted by the passenger when actuating the actuating device.

Advantageously, the presence of an actuating device with a respective sensor configured to detect its actuation and to command a reascending movement allows to provide passengers a feeling of control and to thus eliminate the unpleasant feeling of passiveness experienced on the known amusement rides.

According to a preferred embodiment, said actuating device is a lever or rod connected to said vehicle and configured to be pressed downward by a passenger. Advantageously, in such embodiment, the passenger is provided with an increased feeling of control. In fact, the actuation of the lever or rod simulates an inflating or pumping action to which corresponds an ascending movement of the vehicle. Such action simulates, for example, the movement dynamics of an air balloon and enhances the experience of the passenger accommodated in the at least one vehicle. In a preferred embodiment, the movement system comprises a compressor in fluid communication with said first chamber for injecting high pressure air into said first chamber, at least when said first valve is closed. In such embodiment, said control and command unit is operatively connected to the compressor and configured to command said compressor for injecting high pressure air into said first chamber when said sensor detects the actuation of said actuating device. In the present description, the term “high pressure” means pressures above 5 bars, i.e. 0.5 MPa, but preferably pressures substantially equal to 8 bars, i.e. 0.8 MPa. Advantageously, the communication between the actuating device and the compressor, by means of said sensors and the control and command unit, allows to return a feeling of control to the passenger, at least on the ascending movement of the vehicle in which the passenger is housed.

Preferably, the movement system further comprises a tank connected to the compressor and able to allow the operation of the compressor, also in the event of supply interruptions to the compressor itself.

Preferably, the first valve comprises a timer for commanding the opening and/or closing of the same first valve. The presence of a timer advantageously allows to limit the ascending and dropping movements of the vehicle and thus always keeping the passengers safely accommodated. In fact, an excessively prolonged opening or closing of the first valve would make the vehicle try to go beyond the minimum or maximum height positions, with consequent risks for the passengers.

According to an embodiment, said movement system comprises the following elements: at least one cable connected, at one end thereof, to said vehicle and configured to tow said vehicle; a fixed anchoring point connected to said at least one cable at a second end opposite said first end; at least one first fixed idler assembly, configured for sliding said at least one cable; at least one second movable idler assembly configured for sliding said at least one cable.

In such embodiment, said piston of the at least one pneumatic assembly is connected to a respective second idler assembly for moving integrally with it. The at least one vehicle is thus connected to the movement assembly only at said at least one cable, which cable runs, in the following order, inside said first idler assembly, inside said second idler assembly, and ends at the anchoring point. In such embodiment, a so-named double pulley arrangement is created, in which a double movement of the vehicle along the vertical direction corresponds to a movement of the second movable idler assembly (and thus of the piston). Advantageously, in this way, the strokes of the piston inside the cylinder are kept small and, consequently, such components can be sized appropriately small with respect to the height of the column.

Preferably, said first idler assembly comprises at least one first pulley in contact with said at least one cable and/or said second idler assembly comprises at least one second pulley in contact with said at least one cable. Advantageously, the presence of one or more pulleys facilitates the sliding of the cable inside the movement system and reduces friction generated by the movement of the at least one vehicle.

In an embodiment, said movement system comprises two cables, both connected to the same vehicle. In such embodiment, said anchoring point comprises a tilt sensor operatively connected to said control and command unit. The tilt sensor is configured to detect changes in the tilt of the anchoring point as a result, for example, of the breaking or fraying of one of the cables. In such embodiment, the anchoring point is thus represented by a so-named lifting beam, whose balance is altered by the breaking of one of the two cables, which cables are appropriately connected to the lifting beam itself in different positions. Advantageously, the presence of two cables allows to use a redundant system and, thus, increasing safety. Moreover, the presence of a system for detecting the wearing or breaking of one of the cables allows to promptly carry out the operations needed to reestablish an adequate level of safety.

Preferably, said piston defines with said cylinder a second chamber. Such second chamber is connected to a second valve to facilitate the air input and/or output into/from said second chamber. Specifically, said second valve is almost always open, i.e. venting, so as not to hinder the movement of the piston inside the cylinder.

Preferably, said column comprises a fixed base portion and a movable portion. Said fixed base portion is represented by the portion of column in contact with the horizontal bearing plane, whereas the movable portion is the portion of the column extending along the vertical direction. Appropriate motors allow the movement of the movable portion with respect to the fixed portion. According to an embodiment, said movable portion is configured to rotate around said vertical direction. According to further embodiments, said movable portion is configured to tilt with respect to the movable portion. Further types of movements or combinations of movements are to be considered included in the object of the present invention.

Moreover, the amusement ride preferably comprises detecting means to detect the weight of said at least one vehicle which are operatively connected to the control unit. The weight of the vehicle, considering also the presence of one or more passengers, affects the speed of the movements along the vertical direction. The presence of detecting means to detect the weight of the vehicle advantageously allows to adapt one or more parameters of the movement system in real time, for example the opening/closing times of the first valve, so as to optimize them with respect to the weight present on the vehicle.

An operating method to operate the just described amusement ride to move vehicles at least vertically is a further object of the present invention.

The operating method to operate the amusement ride of the present invention comprises the following steps:

Boarding at least one passenger on said at least one vehicle;

Lifting said at least one vehicle by injecting high pressure air into said first chamber;

Dropping said at least one vehicle by opening said first valve;

Stopping the drop, and bouncing the vehicle by closing said first valve; Disembarking said at least one passenger from said at least one vehicle.

Specifically, the aforesaid lifting step, dropping step, drop stopping and bouncing step are repeated at least once before the disembarking step. Preferably, said lifting step, dropping step, drop stopping and bouncing step are repeated at least twice before the disembarking step.

Advantageously, the closing of the first valve during the drop stopping and bouncing step allows to prevent an abrupt stop of the dropping of the at least one vehicle. On the contrary, the dropping on an air cushion, wherein the vehicle performs an oscillatory motion by alternating ascending and dropping movements of gradually decreasing magnitude, is simulated during the dropping and bouncing step. In order to perform a new lifting phase, the compressor is activated, which injects air into the first chamber at high speed. Such first chamber consequently expands and causes the movement of the piston towards the maximum contraction position and, thus, the ascending movement of the at least one vehicle.

Preferably, the lifting step of the at least one vehicle is commanded by activating said actuating device by the at least one passenger housed in said at least one vehicle. Advantageously, the command by means of said actuating device returns a feeling of control over the movement of the vehicle and a greater feeling of excitement to the user. Still preferably, the operating method comprises, after the step of boarding at least one passenger, a step of detecting the weight of said at least one vehicle. During said weight detecting step, the overall weight of the vehicle, including possible passengers present therein, is measured or estimated. Said lifting step and dropping and bouncing step are carried out according to said weight detecting step. In particular, the opening and closing times of the first valve are adjusted based on the detected or estimated weight. Advantageously, the execution of the weight detecting step allows to adapt and optimize, with respect to the weight present on the vehicle, the execution of the lifting step and of the dropping and bouncing step.

According to an embodiment, whenever said at least one vehicle reaches said maximum height during the lifting step, said drop stopping and bouncing step ends in the proximity of said minimum height. In other words, when the vehicle reaches the maximum height, the dropping step is carried throughout the entire height of the column along the vertical direction. Advantageously, in such circumstance, the passenger experiences a longer sensation of void and, thus, a greater level of excitement and adrenaline.

According to an embodiment, the method comprises a step for rotating the movable part of the column. Such rotating step is carried out during the execution of the ascending, dropping and drop stopping and bouncing steps. In other words, the rotating step is carried out during the entire method of operating the amusement ride, with the exception of the boarding step and the disembarking step.

BRIEF DESCRIPTION OF THE FIGURES

These and further aspects of the present invention will become clearer in the following detailed description provided herein by way of example only and without limitations, with reference to the accompanying figures, in which:

• figure 1 depicts a perspective view of the amusement ride according to the present invention;

• figure 2 depicts a front view of the amusement ride referred to in figure 1 ;

• figure 3 depicts a side view of the amusement ride referred to in figure 1;

• figure 4 depicts a top view of the amusement ride referred to in figure 1 ;

• figure 5 depicts a perspective view of one of the vehicles depicted in figure 1;

• figure 6 depicts the vehicle of figure 5 with some parts in transparency for greater clarity;

• figure 7 depicts a side view of the vehicle referred to in figure 5;

• figure 8 depicts a perspective view of the movement system of the vehicle of figure 5 in a first configuration;

• figure 9 depicts a front view of the movement system of figure 8;

• figure 10 depicts the detail A of the movement system of figure 8;

• figure 11 depicts the detail B of the movement system of figure 8;

• figure 12 depicts a perspective view of the movement system of the vehicle of figure 5 in a second configuration;

• figure 13 depicts a front view of the movement system of figure 12;

• figure 14 depicts a simplified schematic view of the movement system according to the present invention.

DETAILED DESCRIPTION OF POSSIBLE EMBODIMENTS

With reference to the accompanying figures, a possible embodiment of the amusement ride 1 to move vehicles at least vertically according to the present invention, and which will simply be denoted as amusement ride 1 hereunder, will be described.

As shown in figures 1 to 4, the amusement ride 1 comprises a column 2. The column 2 acts as a support for the components of the amusement ride 1, which components will be described hereunder. Such column 2 extends along a vertical direction Y. As shown in figure 1, the vertical direction Y coincides with a direction substantially perpendicular to a horizontal plane X on which the amusement ride 1 rests. Such horizontal bearing plane X typically coincides with the ground or with a raised plane parallel to the ground and, thus, the vertical direction Y coincides with the vertical to the ground. Preferably, the column 2 has a prevalent extends along the vertical direction Y, i.e. the extension of the column 2 along the vertical direction Y is greater than the extension of the column 2 itself along other directions orthogonal to the vertical direction Y, i.e. directions parallel to the horizontal plane X. In other words, the column 2 extends mainly in height and has base sides reduced with respect to its height.

Preferably, the column 2 comprises a fixed base portion 21 and a movable portion 22. Said fixed portion 22 is the portion of the column 2 in contact with the horizontal bearing plane X or with the resting surface, whereas the movable portion 22 is the portion of the column 2 extending along the vertical direction Y. Appropriate motors, not shown, allow the movement of the movable portion 22 with respect to the fixed portion 21. According to an embodiment, said movable portion 22 is configured to rotate around said vertical direction Y. According further embodiments, said movable portion 22 is configured to tilt with respect to the movable portion 21. Further types of movements or combinations of movements are intended as included in the object of the present invention.

Always as depicted in figures 1 to 4, the amusement ride 1 comprises at least one vehicle 3 supported by said column 2, i.e. is connected to said column 2 and configured for accommodating at least one passenger. The at least one vehicle 3 is movable between a maximum height Hmax, in which the vehicle 3 is positioned substantially at an end of the column 2 distal from the horizontal plane X, and a minimum height Hmin, in which the vehicle 3 is substantially coincident to an end of the column 2 proximal to the horizontal plane X, i.e. the opposite end to the distal end from the horizontal plane. Typically, the minimum height Hmin of the vehicles 3 coincides with the boarding and disembarking stations for boarding and disembarking passengers on or from said at least one vehicle 3.

It should be noted that the term “to move at least vertically” means that the vehicles 3 are configured to carry out at least one movement, i.e. ascending and descending, along a vertical direction Y. Further types of movements can be combined with such a movement, as rotations and/or tilts and/or vibrations which will be added to the vertical movement to enhance the experience perceived by any passenger housed inside the vehicles.

In the present description, as mentioned, a movement of the at least one vehicle 3 towards the maximum height position Hmax will be denoted as an ascending movement or a reascending movement. Contrarily, a movement of the at least one vehicle 3 towards the minimum height position Hmin will be denoted as a dropping movement.

In the same way, the term “downward” or “descending” denotes a movement along the vertical direction Y towards the minimum height position Hmin or the horizontal bearing plane X of the amusement ride 1. Whereas the term “upward” or “ascending” denotes a movement in the opposite direction, i.e. towards the maximum height Hmax.

As depicted in figures 5 and 6, said at least one vehicle 3 can comprise one or more seats 31, or similar elements known in the art, adapted to safely accommodate one or more passengers. In the embodiment shown in figures 5 and 6, the vehicle 3 is adapted to house a maximum of two passengers in seats shaped and made in one piece with the main body of the vehicle 3.

Preferably, as depicted in particular in figure 6, said at least one vehicle 3 comprises a frame 32 for connecting to the column 2. Said frame 32 comprises at least one wheel 33 to allow it to travel in the vertical direction Y along the column 2, which column is preferably provided with a pair of tracks for each vehicle 3 it supports.

The amusement ride 1 further comprises at least one movement system 4 depicted in different configurations and different levels of detail in figures 8 to 14. Specifically, the amusement ride 1 comprises a movement system 4 for each vehicle 3 supported by the column 2. Said movement system 4 is configured to move said vehicle 3 along the vertical direction Y. In other words, the movement system 4 is intended for both the ascending and descending movements of the vehicle 3 along the vertical direction Y.

As depicted in figure 14, the amusement ride 1 comprises a control unit CU. Such control unit CU is operatively connected to the movement system 4 to control its action and, thus, to drive the movement along the vertical direction Y of the at least one vehicle 3 connected to the aforesaid movement system 4. As will become clearer hereunder, said control and command unit CU is configured to control the behavior of one or more of the components of the movement system 4 so as to manage the movements of the at least one vehicle 3. A control and command unit CU, centralized and positioned in the proximity of the column 2, is depicted in the embodiment of figure 14. In further embodiments, said controlled unit CU can be distributed and/or located in a remote position with respect to the column 2.

As depicted in figures 8 to 14, the movement system 4 comprises at least one pneumatic assembly 5 comprising a cylinder 51 and a piston 52 housed within said cylinder 51. In the embodiments shown in figures 8 to 13, the movement system 4 comprises two pneumatic assemblies 5 for each vehicle 3. Specifically, said piston 52 is movable within said cylinder 51, i.e. the piston 52 can slide inside the cylinder 51 within which it is housed. According to the embodiment depicted, the piston 52 comprises a head 521 and a rod 522 connected to each other. Specifically, said head 521 is always contained inside the cylinder 51, whereas said rod 522 can come out at least partially of said cylinder 51 depending on the position assumed by the piston 52.

As shown in figure 14, said piston 52 defines a first chamber Cl with the cylinder 51 within which it is accommodated. Said first chamber Cl is thus defined by the inner walls of the cylinder 51 and the head 521 of the piston 52.

In particular, said piston 52 of the pneumatic assembly 5 is operatively connected, preferably at the rod 522, to a corresponding vehicle 3 for moving between a maximum contraction position Pl depicted in figures 8 and 9, and a maximum exposure position P2 depicted in figures 12 and 13. In the maximum contraction position Pl, the piston 52 is maximally contained inside the cylinder 51, whereas, in the maximum exposure position P2, the piston 52 is maximally exposed from the inside of the cylinder 51. With reference to the exposure of the rod 522, said rod 522 is minimally exposed in the maximum contraction position Pl and is maximally exposed in the maximum exposure position P2. The maximum contraction position Pl corresponds to the maximum height position Hmax of the vehicle 3 along the column 2 and to the maximum volume of the first chamber Cl. The maximum exposure position P2 corresponds to the minimum height Hmin of the vehicle 3 along the column 2 and to the minimum volume of the first chamber Cl. It should be noted that, with reference to the connection between the piston 52 and the vehicle 3, the term “operatively connected” denotes a relationship between said piston 52 and vehicle 3, preferably by interposing one or more components that lead them to move simultaneously. In other words, a movement of the vehicle 3 corresponds to a movement of the piston 52. More specifically, a movement towards the maximum contraction position Pl of the piston 52 corresponds to a movement towards the maximum height Hmax of the vehicle 3 (ascending movement). Similarly, a movement towards the maximum exposure position P2 of the piston 52 corresponds to a movement towards the minimum height Hmin of the vehicle 3 (dropping movement). In different terms, an expansion of the first chamber Cl corresponds to an ascending movement. Vice-versa, a contraction of the first chamber Cl corresponds to a dropping movement. According to that which is depicted in detail in figure 14, the movement system 4 comprises a first valve VC1 connected to said first chamber Cl and whose opening and closing can be commanded by the control and command unit CU. The opening and closing of the first valve VC1, both commanded by the control and command unit CU, are configured to control at least one movement of said vehicle 3, towards the minimum height Hmin (dropping movement) and/or towards the maximum height Hmax (ascending movement). Specifically, the opening of the first valve VC1 opens the first chamber Cl, i.e. puts it in fluid communication with the environment outside the pneumatic assembly 5. Instead, the closing of the first valve VC1 hermetically closes, i.e. makes airtight, the first chamber Cl, which chamber cannot exchange fluids with the environment outside the pneumatic assembly 5.

Specifically, the opening of the first valve VC1 causes the opening of the first chamber Cl and, thus, the coming out of air from the first chamber itself. The coming out of air is caused by the movement of the piston 52 towards the maximum exposure position P2, without opposition of resistance by the air present in the first chamber Cl, following the dropping movement of the vehicle 3 towards the minimum height position Hmin subjected to its weight force. The closing of the first valve VC1 closes the first chamber Cl and the air present therein opposes the movement of the piston 52 towards the maximum exposure position P2. Consequently, the dropping movement of the vehicle 3 towards the minimum height Hmin is also stopped. However, by virtue of the law of inertia, the stopping of the dropping movement is not immediate and the piston 52 temporarily continues its stroke towards the maximum exposure position P2, i.e. the first chamber Cl continues to contract until it stops beyond the position of equilibrium. Thus, a pressure builds up inside the first chamber Cl such as to push the piston 52 in the opposite direction, i.e. towards the maximum contraction position. A temporary oscillatory movement of the vehicle 3, alternating ascending movements and dropping movements which are gradually dampened until a position of equilibrium is reached, is thus created so as to simulate the effect of dropping on an air cushion. By keeping the first valve VC1 closed, it is possible to feed air inside the first chamber Cl and to cause the piston 52 to move towards the maximum contraction position Pl, thus causing the ascending of the vehicle, i.e. its movement towards the maximum height Hmax.

The presence of a pneumatic assembly 5 provided with the first valve VC1, whose opening and closing can be commanded, allows a less abrupt and more natural handling of the stopping of the dropping movement. In fact, the amusement ride 1 allows to simulate the dropping of the vehicle 3 on an air cushion, i.e. allows to simulate a drop followed by a bounce, followed by further drops and bounces of gradually decreasing size. Such type of stopping of the dropping movement is more exciting and fun with respect to the traditional progressive braking caused by the known braking systems.

It should be noted that, in the present amusement ride, the control of at least the movement of the vehicle 3 is performed without using classic braking systems, such as for example magnetic brakes. Such type of brakes can anyhow be provided for safety issues but are not the main ones involved in the operations for stopping the drop of a vehicle 3 along the column of the amusement ride 2.

Preferably, as depicted in figure 14, said piston 52 also defines with said cylinder 51 a second chamber C2. Such second chamber C2 is connected to a second valve VC2 to facilitate the air input and/or output into/from said second chamber C2. Specifically, said second valve VC2 is almost always open, i.e. venting, so as not to hinder the movement of the piston 52 inside the cylinder 51.

In the perspective of figure 14, the first chamber Cl corresponds to the upper chamber and the second chamber C2 to the lower chamber. Typically, the first chamber Cl contains the rod 522 of the piston 52.

As depicted in figures 5 to 7, said at least one vehicle 3 comprises an actuating device 33 operable by a passenger. Preferably, the actuating device 33 is a manual type actuating device and is connected to a restraining system 34 for restraining the passenger. Specifically, said actuating device 33 is operable by said passenger to command at least one movement of the at least one vehicle 3 towards said maximum height Hmax, i.e. the ascending movement. Moreover, the at least one vehicle 3 comprises a sensor 35. Such sensor 35 is operatively connected to said actuating device 31 and is configured to detect an actuation thereof by a passenger. Said sensor 35 is in communication with said control and command unit CU. In an embodiment, said sensor 35 is in communication with said control and command unit CU by means of a wired connection, for example a magnetic strip. According to further embodiments, said sensor 35 is in communication with said control and command unit CU by means of a wireless connection, for example a Wi-Fi connection.

According to an embodiment, the sensor 35 is configured to send a pulse signal to the control and command unit CU, i.e. a command representative only of the actuation of the actuating device 31 by a passenger.

In a further embodiment, the sensor 35 is configured to send a more complex signal to the control and command unit CU, for example a command representative of the force exerted by the passenger when actuating the actuating device 31.

In the embodiment depicted, said actuating device 31 is a lever or rod connected to said vehicle 3 and configured to be pressed downward by a passenger. In such embodiment, the actuation of the lever or rod simulates an inflating or pumping action to which corresponds an ascending movement of the vehicle. Such action simulates, for example, the movement dynamics of an air balloon and enhances the experience of the passenger accommodated in the at least one vehicle 3.

As depicted in figure 14, the movement system 4 comprises a compressor K in fluid communication with said first chamber Cl for injecting high pressure air into said first chamber Cl, at least when said first valve VC1 is closed. In such embodiment, said control and command unit CU is operatively connected to the compressor K and configured to command said compressor K so as to inject high pressure air into said first chamber Cl when said sensor 35 detects the actuation of said actuating device 31. In the present description, the term “high pressure” means pressures above 5 bars, i.e. 0.5 MPa, but preferably pressures substantially equal to 8 bars, i.e. 0.8 MPa.

Always as depicted in figure 14, the movement system 4 further comprises a tank T connected to the compressor K. Such tank T allows the operation of the compressor K, also in the event of supply interruptions to the compressor itself.

Preferably, the first valve VC1 comprises a timer for commanding the opening and/or closing of the same first valve VC1. The timer is configured to limit the opening and/or closing times of the first valve VC1, thus consequently limiting the ascending and dropping movements of the vehicle 3, thus always keeping the passengers safely accommodated. In fact, an excessively prolonged opening or closing of the first valve VC1 would make the vehicle try to go beyond the minimum height Hmin or maximum height Hmax positions, with consequent risks for the passengers.

The embodiment of the movement system 4 depicted in figures 8 to 14 will now be described in more detail.

In such embodiment, the movement system 4 comprises at least one cable F, two cables Fl, F2 in this specific case. Such cables Fl, F2 are connected, at one end thereof, to a respective vehicle 3 and are configured to tow the vehicle itself. As depicted in figure 6, the frame 32 of the vehicle 3 comprises respective fastening means 36 for fastening the cables Fl, F2. The presence of two cables allows to use a redundant movement system 4 and, thus, increasing safety.

Moreover, the movement system 4 comprises a fixed anchoring point FP. Preferably, said anchoring point FP is constrained to said column 2. Said cables Fl, F2 are connected, at a second end opposite said first end, to said anchoring point FP.

Preferably, in the embodiment depicted, the anchoring point FP comprises a tilt sensor operatively connected to said control and command unit CU. The tilt sensor CU is configured to detect changes in the tilt of the anchoring point FP as a result, for example, of the breaking or fraying of one of the cables Fl, F2. In such embodiment, the anchoring point FP is thus represented by a so-named lifting beam, whose balance is altered by the breaking of one of the two cables, which cables are appropriately connected to the lifting beam itself in different positions, as shown more in detail in figure 10. The presence of a system for detecting the wearing or breaking of one of the cables allows to promptly carry out the operations needed to reestablish an adequate level of safety.

In the embodiment depicted, the system comprises a first fixed idler assembly 6. Preferably, said first idler assembly 6 is constrained, i.e. fixed, to said column 2 so as to prevent a movement thereof. Said first idler assembly 6 is configured for the sliding of the cables Fl, F2. As depicted more in detail in figure 10, the first idler assembly 6 comprises at least one first pulley in contact with said cables Fl, F2. In the embodiment depicted, the first idler assembly 6 comprises two first pulleys, one for each cable Fl, F2. In the embodiment depicted, the system comprises a second movable idler assembly 7. In the embodiment depicted, the second idler assembly 7 is movable along the vertical direction. The first idler assembly 7 is configured for the sliding of the cables Fl, F2. As depicted more in detail in figure 11, the second idler assembly 7 comprises at least one second pulley in contact with said cables Fl, F2. In the embodiment depicted, the second idler assembly 7 comprises two second pulleys, one for each cable Fl, F2.

As depicted in figure 11, the piston 52 is connected, preferably is constrained, to said second idler assembly 7 for moving integrally with it. Specifically, the piston 52 is connected to the second idler assembly 7 at the rod 522, at a distal end from the head 521. The at least one vehicle 3 is thus connected to the movement assembly 4 only at the cables Fl, F2, which cables run, in the following order, inside said first idler assembly 6, inside said second idler assembly 7, and ends at the anchoring point FP. In such embodiment, a so-named two pulley arrangement is created, in which a double movement of the vehicle 3 along the vertical direction Y corresponds to a movement of the second idler assembly 7 (and thus of the 52 piston). This way, the strokes of the piston 52 inside the cylinder 51 are kept small and, consequently, such components can be sized appropriately small with respect to the height of the column 2.

Moreover, the amusement ride 1 preferably comprises means, not shown, for detecting (or estimating) the weight of at least said vehicle 3. Such weight detecting means are operatively connected to the control unit CU. As known, by also calculating the presence of one or more passengers, the weight of the vehicle 3 affects the speed of the movements along the vertical direction Y. Depending on the data received from the weight detecting means, the control and command unit CU adapts one or more parameters of the movement system 4, for example the opening/closing times of the first valve VC1, so as to optimize them with respect to the weight present on the vehicle.