Truss track, as well as roller coaster layout with the same

Description

[0001] The present invention relates to a truss track for a roller coaster or a similar amusement ride, comprising two track tubes directly traversable by a car assembly and a non-traversable chord tube, and vertical truss profiles that stiffen the track tubes and the chord tube to one another and which include vertical diagonal profiles that run diagonally between the chord tube and the respective track tube, alternating between rising and falling slopes. Furthermore, the invention relates to a roller coaster assembly comprising a car assembly and at least one truss track of the aforementioned type.

[0002] Such rails and arrangements are known from the prior art. For example, a variety of different rail systems exist for guiding the car arrangement of a roller coaster, consisting of one or more cars, along a predetermined track geometry. These rail systems include, for example, rails made of wood or steel, with one or more rail profiles of essentially arbitrary shapes, whereby the load-bearing capacity of the rail or the individual rail profiles, hereinafter also referred to as rail tubes, can be improved by stiffening with truss profiles.

[0003] The present invention relates to a common embodiment of a rail, designed as a truss rail, and usually consisting of two directly traversable rail tubes and a third, non-traversable chord tube. The rail tubes and the chord tubes are usually of the same diameter and are also typically designed as tubes or similar round profiles. Truss profiles are used to stiffen the rail tubes and chord tubes; these profiles run between the individual tubes and stiffen them. It is important in this context that the truss profiles are arranged so that they do not impede the free movement of the wheels or other parts of the train along the rail, and in particular along the rail tubes. These truss profiles include vertical truss profiles with vertical diagonal profiles and post profiles, as well as horizontal truss profiles with horizontal diagonal profiles and cross profiles.The bracing on such truss rails features posts and / or cross members in the normal section of the rail, i.e., in the plane of the bulkhead, and vertical and horizontal diagonal profiles in the bays between these bulkheads. Besides these so-called 3-chord truss rails, there are also 4-chord truss rails with two directly accessible rail tubes and two non-accessible chord tubes, which are also stiffened to each other by truss profiles. Their statics and driving dynamics are not comparable to those of a 3-chord truss rail. However, the invention relates to a 3-chord truss rail, in particular to a truss rail consisting of two directly accessible rail tubes and a third, single, non-accessible chord tube, i.e., to a truss rail with a total of three rail tubes.

[0004] In a common design of such truss rails, a right and a left rail tube are stiffened by means of cross profiles. A chord tube is coupled to the rail tubes via post profiles, with the post profiles connecting to the aforementioned cross profiles. In common designs, vertical diagonal profiles run diagonally between the individual post profiles. Horizontal diagonal profiles run in the plane of the rail between the individual cross profiles. The fact that, in these designs of truss rails, the vertical diagonal profiles are inserted into the post profiles and the horizontal diagonal profiles into the cross profiles has manufacturing-related reasons, as this ensures reliable stability of the truss rails with relatively simple production. According to applicable standards, the wall thickness of the profiles placed underneath should be greater than that of the profiles placed on top.However, this leads to very thick wall thicknesses of the underlying profiles in a step-by-step construction.

[0005] Another disadvantage of these designs is the large number of welded joints overall, as well as the large number of vertical truss profiles, such as post profiles, in particular.

[0006] For example, publication WO 2015 / 049162 A1 discloses an arrangement for a track system with a total of eight vertical truss profiles, which are connected to a chord tube at a connection point or truss node. This results in a high number of welded connections on the chord tube and, due to the numerous post and vertical diagonal profiles, leads to additional material consumption.

[0007] Furthermore, an arrangement for a steel truss rail is known from utility model DE 20 2015 001 425 U1, in which post profiles are omitted in the connection area of ​​vertical diagonal profiles to the rail tube. This arrangement is described in Fig. 8A und 8B This will be illustrated and described in detail later. As can be seen from the Fig. 8A und 8B However, even in this arrangement, post profiles are necessary at the connection points of the vertical diagonal profiles to a chord tube in order to ensure load-bearing capacity according to applicable standards. Furthermore, in this known arrangement, a rail joint is part of a truss node.

[0008] The object of the present invention is therefore to provide an improved truss rail which can be manufactured with comparable global load-bearing behavior, low welding volume and reduced material costs, as well as an improved impact situation.

[0009] This problem is solved by a truss rail according to claim 1 and a roller coaster arrangement according to claim 14. Advantageous embodiments and further developments of the invention are set out in the dependent claims.

[0010] In particular, this task is solved by a truss rail for a ride, comprising two rail tubes directly traversable by a carriage arrangement, a non-traversable chord tube, and vertical truss profiles that stiffen the rail tubes and the chord tube to each other and include the vertical diagonal profiles that run diagonally between the chord tube and the respective rail tube, alternating between rising and falling, wherein in at least one connection area or truss node of the vertical diagonal profiles no further vertical truss profile and in particular no post profile is connected to it.

[0011] Furthermore, this task is also solved by a roller coaster arrangement comprising a car arrangement and at least one truss rail according to the aforementioned and subsequently described in more detail.

[0012] Within the scope of the invention, a steel truss rail is understood to be any truss rail made of a metallic material or a similar statically effective material. However, the invention is not limited to steel truss rails; the use of materials with similar material properties to steel is also conceivable, such as aluminum, fiber composites based on carbon fibers, glass fibers, nylon fibers, ceramic fibers, aramid fibers, or natural fibers. Wood composites are also conceivable for use in truss rails. Within the scope of the invention, a truss rail is understood to be a rail whose rail tubes and chord tubes are stiffened by means of truss profiles, such as the vertical and horizontal truss profiles described above, wherein these truss profiles are preferably loaded primarily as normal members.However, the term also includes rail arrangements in which, due to a substantially rigid connection of the truss profiles to the rail tube or chord tube, the truss profiles are also subjected to bending loads. Rail tube or tube is understood to mean any type of tube with a cross-sectional geometry suitable for load bearing. Preferably, this refers to closed-walled beams and especially tubes with a circular cross-section. However, other tube geometries are also usable. These are also referred to as "tube" within the scope of the invention. This includes, among others, rectangular profiles, box profiles, or similar closed profiles, but also open profiles such as T-profiles, I-profiles, multi-layer or multi-element profiles, etc.

[0013] According to the invention, in the truss rail described here, no further vertical truss profile is connected to the vertical diagonal profiles on the chord tube in at least one connection area. "At least one" means, in particular, that at least one connection area of ​​the truss rail must fulfill this condition. Contrary to the prior art misconception that vertical post profiles are statically indispensable, at least in the connection area of ​​the vertical diagonal profiles on the chord tube, at least one connection area is omitted. This has several advantages.

[0014] Firstly, the number of connections in at least one connection area on the chord tube is reduced. This, for example, reduces the welding volume, which is proportional to the square of the wall thickness of the welded profiles. Secondly, material costs are reduced because additional vertical truss profiles, such as post profiles, are omitted. The result is therefore reduced material costs and a reduced overall weight of the rail.

[0015] In this context, preferably only four vertical diagonal profiles are connected to the chord tube as vertical truss profiles in at least one connection area.

[0016] This results in a further advantageous arrangement for a truss track for an amusement ride, comprising two rail tubes directly accessible by a car assembly, a non-accessible chord tube, and vertical truss profiles that stiffen the rail tubes and the chord tube to one another and include vertical diagonal profiles that run diagonally between the chord tube and the respective rail tube, alternating between rising and falling slopes. According to the invention, a reduced number of connected vertical truss profiles are provided at at least one connection area or at least one truss node on the chord tube. Reducing the number of profiles creates more space at the truss node. This, in turn, makes it possible to design vertical truss profiles with a larger diameter. With a larger tube diameter, the wall thickness can be reduced due to the increased stiffness.This further reduces the welding volume, which, as described above, increases quadratically with the wall thickness, and saves weight. The ratio of pipe diameter (D) to wall thickness (thickness t), hereinafter referred to as the D / t ratio, can be greater than 6, or greater than 7, or greater than 8, or greater than 9, or greater than 10, or greater than 11, or greater than 12 in the structure according to the invention, particularly with only four vertical truss profiles that terminate in a connection area.

[0017] In at least one connection area, the connecting seams of the vertical diagonal profiles connected to the chord tube can have a minimum distance from each other that is always smaller than the diameter of the vertical diagonal profiles in the connection area. This reduces the generation of additional bending moments at the connecting seams when a load is applied, thus enabling improved load-bearing and bending behavior of the track.

[0018] The truss rail can be made of steel and the connecting seam can be a weld.

[0019] Preferably, in a section of the truss rail, no further vertical truss profile, in particular a post profile, is connected to the vertical diagonal profiles at any of the connection points on the chord tube. The section can have two connection points on the chord tube.

[0020] Furthermore, in a support section of the truss rail, post profiles can be provided in the connection area of ​​the vertical diagonal profiles to the chord tube or the respective rail tube. These post profiles run essentially orthogonally between the chord tube and the respective rail tube and are directly connected to the chord tube and the rail tube. In the context of the invention, "orthogonal" means, in particular, that the post profiles are connected essentially perpendicularly to at least one tube of the truss rail when viewed from the side. Preferably, "orthogonal" also means that the post profiles are guided essentially in the bulkhead plane of the truss rail. The post profiles allow the span of the rail tubes to be reduced. Furthermore, the post profiles can improve the load transfer from the rail tubes to the support piers in the support section.

[0021] In a joint section of the truss rail, no vertical truss profile, and in particular no post profile, can be connected to the respective rail tube. By omitting the post profile at a joint, the occurrence of shear forces, bending moments, and torsional forces can be reduced, since the joint is no longer located at a truss node. This allows for further improvement of the joint design.

[0022] It is possible to connect the vertical diagonal profiles directly to the chord tube and the rail tube. This direct connection of the vertical diagonal profiles to the rail tube eliminates the need for a post profile, which was previously used to connect the rail tube. Loads are transferred via the vertical diagonal profiles into the chord tube, thus rendering the post profile, acting as a zero-load member, largely irrelevant.

[0023] Therefore, preferably no further vertical truss profile or, in particular, a post profile is connected to the respective rail tube in at least one connection area of ​​the vertical diagonal profiles. Preferably, a post profile is omitted, which further reduces material and welding costs and also improves the overall appearance of the truss rail.

[0024] Preferably, the rail tubes are connected to each other via horizontal truss profiles for stiffening.

[0025] In this system, the horizontal truss profiles comprise cross-sections that run essentially orthogonally between the rail tubes, with the cross-sections being directly connected to the rail tubes. The cross-sections preferably extend into the rail tubes in the area of ​​the connection points of the vertical diagonal profiles.

[0026] The vertical diagonal profiles can therefore be directly connected to a transverse profile in the connection area to the respective rail tube.

[0027] The horizontal truss profiles may preferably also include horizontal diagonal profiles that run diagonally between the rail tubes and are connected directly to at least one cross-section, preferably two cross-sections, near the rail tubes.

[0028] Preferably, the vertical truss profiles are connected to or coupled with the rail tubes in such a way, for example via the cross members, that a clearance for the bogies of the carriage assembly is formed on the top, bottom, and outside of the rail tube. "Top" is defined here as the space above a plane formed by the rail tubes that points away from the chord tube. In particular, the clearance for the bogies can be influenced by directly connecting vertical diagonal profiles to the rail tubes.

[0029] As already mentioned, the invention also relates to a roller coaster arrangement comprising a car arrangement and at least one truss rail according to the aforementioned type, which is described in detail below. Preferably, in this context, the car arrangement has at least one chassis that engages at least one rail tube of the steel truss rail on its upper, lower, and outer sides. All the embodiments, features, and advantages of the steel truss rail according to the invention mentioned here are transferable to such a roller coaster arrangement and vice versa.

[0030] Further embodiments of the invention are set out in the dependent claims.

[0031] The invention is described below using an exemplary embodiment, which is further explained by the accompanying drawings.

[0032] This schematically illustrates: Fig. 1 a schematic view of a roller coaster arrangement with a truss track and a car arrangement according to the invention; Fig. 2A an isometric view of an embodiment of the truss rail according to the invention; Fig. 2B a top view of the embodiment according to Fig. 2A ; Fig. 2C a side view of the embodiment according to Fig. 2A ; Fig. 3 a detailed view of the connecting seams in the connection area of ​​the vertical diagonal profiles in an embodiment of the truss rail according to the invention; Fig. 4A a side view of a field section of an embodiment of the truss rail according to the invention; Fig. 4B an isometric detail view of support sections of an embodiment of the truss rail according to the invention; Fig. 4C an isometric detail view of a butt section of an embodiment of the truss rail according to the invention; Fig. 5A an isometric view of another embodiment of the truss rail according to the invention; Fig. 5B a top view of the embodiment according to Fig. 5A ; Fig. 5C a side view of the embodiment according to Fig. 5A ; Fig. 5D an isometric view of an embodiment of the truss rail according to the invention; Fig. 5E a top view of the embodiment according to Fig. 5D ; Fig. 5F a side view of the embodiment according to Fig. 5D ; Fig. 6A an isometric view of another embodiment of the truss rail according to the invention; Fig. 6B a top view of the embodiment according to Fig. 6A ; Fig. 6C a side view of the embodiment according to Fig. 6A ; Fig. 7A an isometric view of another embodiment of the truss rail according to the invention; Fig. 7B a top view of the embodiment according to Fig. 6A ; Fig. 7C a side view of the embodiment according to Fig. 7A Fig. 8A an isometric view and Fig. 8B a side view of a state-of-the-art steel truss rail; and Fig. 9 A side view of a steel truss rail without post profiles.

[0033] In the following, the same reference symbols are used for identical and equivalent components.

[0034] In Fig. 8A und Fig. 8B Figure 1 shows a steel truss rail 100 known from the prior art in isometric and side views. This steel truss rail 100 has vertical post profiles 118b in connection areas 120 of vertical diagonal profiles 118a on a chord tube 116. A prevailing assumption in the prior art is that these vertical post profiles 118b are statically necessary, at least in the connection area 120 on the chord tube 116. However, for a steel truss rail 100' according to the invention, which dispenses with these post profiles 118b, as shown in Figure 1, the following results: Fig. 9 As illustrated, and as described with reference to the following embodiments of the truss rail 10 according to the invention, several advantages are offered with regard to manufacturing costs, material costs, or material weights. In addition, the omission of the post profiles, as shown in Fig. 9 The possibility of attaching the vertical diagonal profiles 118a to the chord tube 116 at a small distance from each other in the connection area 120, so that the four vertical diagonal profiles 118a can converge almost at a point in the connection area 120, as shown in Fig. 2C and Fig. 3 illustrated in the connection area 20 of the further truss rail 10 according to the invention.

[0035] In Fig. 1 is shown a roller coaster arrangement 30 or a similar ride comprising at least one inventive truss rail 10, which with reference to Fig. 2 bis Fig. 7 This will be described in detail later. A wagon arrangement 32 can have a chassis 33 with running wheels, which encompasses at least one rail tube of the truss girder 10 on its upper, lower, and outer sides. The chassis is in Fig. 1 The diagram is shown schematically and can have various configurations. The chassis rail 10 is stabilized by support pillar 34.

[0036] The roller coaster assembly 30 is typically made from a material that ensures high operational reliability to guarantee a safe ride for passengers. Steel, for example, can be an advantageous material for the roller coaster assembly 30, but wood can also be used.

[0037] Fig. 2A Figure 1 shows an isometric view of an embodiment of the truss rail 10. The truss rail 10 comprises two rail tubes 12, 14, which can be directly traversed by the carriage assembly 32, and a non-traversable chord tube 16. Furthermore, the truss rail 10 has vertical truss profiles 18 that stiffen the rail tubes 12, 14 and the chord tube 16. The vertical truss profiles 18 are connected to the rail tubes 12, 14 in such a way that a clearance for the bogie 33 of the carriage assembly 32 is formed on the top, bottom, and outside of the rail tubes 12, 14. The vertical truss profiles 18 include vertical diagonal profiles 18a, which run diagonally between the chord tube 16 and the respective rail tubes 12, 14, alternating between rising and falling angles. An angle α between the vertical diagonal profiles 18a, as shown in Figure 1, is formed by the vertical truss profiles 18a. Fig. 2C As illustrated, the angle can be in a range of 30° to 60°, but is preferably 45° or lower. In this way, loads applied to the rail tubes 12, 14 are safely transferred into the chord tube 16 by activating the vertical diagonal profiles 18a.

[0038] According to the invention, in at least one connection area 20 of the vertical diagonal profiles 18a on the chord tube 16, no further vertical truss profile 18 is connected to it. By omitting further vertical truss profiles 18, such as vertical post profiles 18b ( Fig. 4B ), which is particularly evident in the in Fig. 2C As can be seen in the side view of the truss rail 1, the welded connections in the connection area 20 on the chord tube 16 are reduced and material costs are saved.

[0039] However, the truss rail 10 according to the invention is not limited to the above embodiment. In a further embodiment of the truss rail 10 for an amusement ride, with two rail tubes 12, 14 that can be directly traversed by a car arrangement, a non-traversable chord tube 16, and vertical truss profiles 18 that stiffen the rail tubes 12, 14 and the chord tube 16 to one another and comprise the vertical diagonal profiles 18a that run diagonally between the chord tube 16 and the respective rail tube 12, 14 in an alternating rising and falling direction, no vertical truss profile 18 can be connected to it in a joint section SA of the truss rail according to the invention.

[0040] Preferably, in the connection area 20, only four vertical diagonal profiles 18a are connected to the chord tube 16 as vertical truss profiles 18, which results from the in Fig. 2B The top view of the truss rail 10 can be seen.

[0041] The vertical diagonal profiles 18a can be directly connected to the chord tube 16 and the rail tube 12, 14. In at least one connection area 22 of the vertical diagonal profiles 18a to the respective rail tube 12, 14, no further vertical truss profile 18 can be connected to it. In particular, no post profile 18b (as in Fig. 4B (shown) is connected, running essentially orthogonally between the chord tube 16 and the respective rail tubes 12, 14. Preferably, only two vertical diagonal profiles 18a are connected as vertical truss profiles 18 to each rail tube 12, 14 in the connection area 22. The direct connection to the rail tubes 12, 14 enables load transfer through the vertical diagonal profiles 18a without additional post profiles 18b. The truss rail 10 can therefore have sections without post profiles 18b in the connection areas 20 at the chord tube 16 and in the connection areas 22 at the rail tubes 12, 14.

[0042] The rail tubes 12, 14 can be stiffened together by horizontal truss profiles 24. The horizontal truss profiles 24 comprise cross sections 24a, which run essentially orthogonally between the rail tubes 12, 14, as shown in Fig. 2A illustrated. The cross-sections 24a are preferably connected directly to the rail tubes 12, 14.

[0043] At the in Fig. 2A bis Fig. 2C In the illustrated embodiment, the rail tube profiles 12, 14, the vertical diagonal profiles 18a, the chord tube 16 and the cross profiles 24a are designed as round profiles. Of course, other cross-sectional shapes can also be chosen, with a round cross-section being preferable to a rectangular cross-section.

[0044] Furthermore, the pipe diameter of the respective profiles can range from 130 to 190 mm or from 110 to 170 mm. The wall thickness of the profiles can range from 12 to 25 mm. The ratio of pipe diameter D to wall thickness t (D / t ratio) is typically between 5 and 20. For a "thick" pipe, for example, with a diameter of 70 mm and a wall thickness of 10 mm, the D / t ratio is 7. For a "slender" pipe, for example, with a diameter of 88 mm and a wall thickness of 5 mm, the D / t ratio is approximately 17. It should be noted that as the pipe diameter increases, the wall thickness can decrease; that is, the larger the pipe diameter, the higher the D / t ratio can be.An advantage of the roller coaster arrangement 30 and the truss track 10 according to the invention is that, due to the reduced number of connected truss profiles, more space is created at the truss node, allowing the truss profiles to be designed with a larger diameter and thinner walls. This saves weight and further reduces welding effort. In particular, the D / t ratio can be greater than 6, or greater than 7, or greater than 8, or greater than 9, or greater than 10, or greater than 11, or greater than 12.

[0045] The arrangement of the vertical diagonal profiles 18a in conjunction with the horizontal truss profiles 24 according to the invention enables a global load-bearing behavior and a global stiffness in accordance with the relevant standards. In this way, material and weight can be saved by eliminating the post profiles 18b, and the manufacturing process can be simplified.

[0046] In Fig. 3 Figure 1 shows a detailed view of the truss rail 10, in particular the connection area 20 at the chord tube 16. Due to the absence of a post profile 18b, the connection seams in the connection area 20, illustrated by the hatched areas, can have a minimum distance d between them, which is always less than three, twice, or once the diameter of the vertical diagonal profiles 18a in the connection area 20. In this context, the eccentricity of the vertical diagonal profiles 18a at the chord tube 16 with respect to the line of action of a load-bearing force can be kept low. This can reduce the occurrence of additional bending moments at the connection seams and thus increase the load-bearing capacity of the truss rail 10. Fig. 3 In the example shown, this line of action can, for instance, refer to the midpoint of the minimum distance d between the connection seams. In other words, by omitting further vertical truss profiles 18, in particular the post profiles 18b, the span or support span of the truss rail 10, in which the truss rail 10 must withstand a load applied by a carriage arrangement 32, can be increased. In particular, the occurrence of secondary bending moments at the connection seams can be at least partially compensated for by a low eccentricity, i.e., by the minimum distance between the attached truss profiles at a truss node. This at least partially compensates for the reduced local load-bearing capacity resulting from the omission of the post profiles 18b, due to the increased stiffening provided by the vertical diagonal profiles 18a connected to the chord tube 16 at a minimum distance d from each other.This stiffening is facilitated according to the invention in that, due to the reduced number of connected truss profiles, more space is available in the truss node for the connection of the four truss diagonal profiles, and these can therefore be designed with a larger diameter and a larger D / t ratio.

[0047] Preferably, in the at least one connection area 20, the connecting seams of the vertical diagonal profiles 18a connected to the chord tube 16, or the circumferential outer edge area of ​​the vertical diagonal profiles 18a in the connection area 20, can have a respective minimum distance d that is always less than three times, twice, or once the maximum diameter of the vertical diagonal profiles 18a in the connection area 20, and which is particularly less than 90%, or less than 80%, or less than 70%, or less than 60%, or less than 50%, or less than 40% of the maximum diameter of the vertical diagonal profiles 18a. Furthermore, the minimum distance d can be less than 500 mm, or less than 400 mm, or less than 300 mm, or less than 200 mm, or less than 150 mm, or less than 100 mm, or less than 50 mm.Furthermore, the mutual distance between the pipe centers in the connection area 20 of the four vertical diagonal profiles 18a can always be less than 800 mm, or less than 700 mm, or less than 600 mm, or less than 500 mm, or less than 400 mm, or less than 300 mm, or less than 200 mm. In addition, the mutual distance between the pipe centers in the connection area 20 of the four vertical diagonal profiles 18a can always be less than four times, or less than 3.5 times, or less than three times, or less than 2.5 times, or less than twice, or less than 1.5 times, or less than one time the maximum diameter of the vertical diagonal profiles 18a.

[0048] The truss rail 10 can be made of steel and the connecting seam can be a weld. However, other connecting seams are also conceivable, such as a bead of adhesive or a bead of adhesive in the case of a non-metallic composite or fiber composite.

[0049] Furthermore, in a span FA of the truss rail 10, no further vertical truss profile 18 may be connected to any of the connection areas 20 of the vertical diagonal profiles 18a on the chord tube 16. However, it is also conceivable that in a span FA of the truss rail 10, no further vertical truss profile 18 is connected to more than 10%, 20%, 30%, 40%, 50%, 60%, 70%, 80%, or 90% of all connection areas 20 of the vertical diagonal profiles 18a on the chord tube 16. Here, span FA denotes a cantilevered section in which no support piers or similar bearings support a rail section of the truss rail 10. Span FA also does not contain any rail connection area or abutments of the truss rail.In particular, field section FA refers to a section of the truss rail 10 of the roller coaster arrangement 30 that does not have a support section AA and a joint section SA, which are described in detail below. This is in . Fig. 4A shown, with the field area FA illustrated by an arrow. In the Fig. 4A In the example shown, the field area FA comprises two connection areas 20 on the chord tube 16 in which no post profiles 18b are connected to the chord tube 16. In further embodiments, more than 10%, more than 20%, more than 30%, more than 40%, more than 50%, more than 60%, more than 70%, more than 80%, and more than 90% of all connection areas 20 on the chord tube 16 of the entire truss track of the roller coaster arrangement 30 may not have a further vertical truss profile 18 and, in particular, no post profile 18b.

[0050] In Fig. 4B Figure 1 shows a schematic view of the truss rail 10, which represents a support section AA of the truss rail 10 in the connection area 20 of the vertical diagonal profiles 18a on the chord tube 16 or on the respective rail tube 12, 14. The truss rail 10 is in the Fig. 4B und 4C This is a highly simplified representation, with the vertical diagonal profiles 18a connected to the rail tube 12 omitted for clarity. In the support section AA, illustrated by an arrow, post profiles 18b are provided, which run essentially orthogonally between the chord tube 16 and the respective rail tubes 12, 14 and are directly connected to the chord tube 16 and the rail tubes 12, 14. According to the left detail view of the truss rail 10 in Fig. 4B The post profiles 18b can be connected to the respective rail tube 12, 14 at connection area 22 of the vertical diagonal profiles 18a. However, the post profiles 18b can also be connected to the chord tube 16 at connection area 20 of the vertical diagonal profiles 18a, as shown in the right-hand detail view. Fig. 4B The post profiles 18b are connected here by the support pillars 34 ( Fig. 1 The truss rail 10 is stabilized and supported by a base (not shown). In one embodiment, no further vertical truss profile 18, and in particular no post profile 18b, can be connected to the support section AA of the truss rail 10 in the connection area 20 of the vertical diagonal profiles 18a on the chord tube 16. The extent of the support section AA in the rail direction of the truss rail 10 corresponds at least to the width of the supporting support or pillar 34. The support section AA can also extend symmetrically to the support point of the pillar 34 by 100 mm, 200 mm, 300 mm, 400 mm, or 500 mm along the truss rail 10 from the support point on both sides of the pillar 34. Crucially, the support section AA covers a rail area of ​​the truss rail 10 that directly adjoins the support or pillar 34.On some roller coasters, a shock section SA described below may also coincide with a support section AA. In any case, however, a field section FA does not contain a shock section SA or a support section AA.

[0051] In Fig. 4C Figure 1 shows an isometric detail view of the truss rail 10, illustrating the joint section SA of the truss rail 10. The joint section SA is represented by a circle in this example. The joint section SA of the truss rail 10 is to be interpreted as a region of the truss rail 10 immediately adjacent to a joint end SE and extends, in particular, a distance a from the joint end SE. The distance a can be ten times, five times, three times, or twice the maximum diameter of the rail tube 12, 14. Furthermore, the distance a can be 500 mm, 1000 mm, or 1500 mm. It should be noted that the in Fig. 2A bis Fig. 9 with the exception of those in Fig. 4C The end sections shown do not depict joint sections, but rather indicate that the truss rail 10 was graphically cut at arbitrary ends. In the Fig. 4C In the example shown, no vertical truss profile 18, and in particular no post profile 18b, is connected to the respective rail tube 12, 14 in the joint section SA. In other words, the joint section is not part of a truss node on the respective rail tube 12, 14, nor is it embedded within it. The omission of the post profile 18b makes it possible to create a joint line on the respective rail tube 12, 14 in which no additional shear forces, bending moments, or torsional loads act on the joint. By reducing these secondary loads, tensile and compressive forces acting on the respective rail tubes 12, 14 are optimally transferred through the joint. Furthermore, a clearance for the bogie can be created, which allows for optimal accommodation of the bogie 33. Fig. 4C Furthermore, a cross-section 24a is shown, which is spaced apart from the joint section SA. However, this is not a limitation. The cross-section 24a can also be arranged at the joint section SA. The connection area 20 of the vertical diagonal profiles 10 to the chord tube 16 can be located in the joint section SA, in which case no further vertical truss profile 18 and in particular no post profile 18b is connected to the chord tube 16 in the connection area 20 of the two vertical diagonal profiles 18a.

[0052] Fig. 5A bis Fig. 5C Figure 1 shows an embodiment of the truss rail 10 with vertical diagonal profiles 18a, which are directly connected to the cross profiles 24a. The direct connection to the cross profiles 24a allows for a small eccentricity at the respective rail tubes 12, 14, thereby reducing additional bending and torque forces at the connection areas 22. This is particularly advantageous when the truss rail 10 has a curved shape, as shown in Figure 1. Fig. 5D bis Fig. 5F illustrated.

[0053] In Fig. 6A bis Fig. 6C The truss rail 10 is shown with horizontal diagonal profiles 24b running diagonally between the rail tubes 12, 14 and connected directly to at least one, preferably two, cross profiles 24a near the rail tubes 12, 14. In this embodiment of the truss rail 10, the vertical diagonal profiles 18a are directly connected to the respective rail tubes 12, 14. The horizontal diagonal profiles 24b provide additional stabilization of the truss rail 10 with respect to horizontal and torsional loads. Furthermore, the direct connection of the vertical diagonal profiles 18a to the respective rail tubes 12, 14 and chord tube 16 eliminates the need for additional post profiles 18b. This reduces the increase in wall thickness, as no intermediate step via post profiles 18b is required.Cross profiles 24a must be made and, as described above, the vertical truss profiles can be designed with a larger diameter and a smaller wall thickness.

[0054] In Fig. 7A bis Fig. 7CA preferred embodiment of the truss rail 10 is shown, comprising horizontal diagonal profiles 24b connected to the respective rail tubes 12, 14, and vertical diagonal profiles 18a connected to the cross profiles 24a. As described above, the direct connection of the vertical diagonal profiles 18a to the cross profiles 24a allows for a small eccentricity at the respective rail tube 12, 14. This further reduces locally occurring bending moments. In conjunction with the inventive arrangement, which eliminates the need to connect further vertical truss profiles 18, in particular the post profiles 18b, to the chord tube 16, this results in a small lower eccentricity at the chord tube 16 and a small upper eccentricity at the respective rail tube 12, 14. The resulting reduction in local secondary stresses can enable improved overall load-bearing behavior.

[0055] A locally vertical load direction is understood to be the load perpendicular to the seat in the local vehicle reference frame of the car arrangement 32, either into or out of the seat. In the roller coaster arrangement 30, this load direction constitutes the main load direction according to the invention. This means that the largest load components are to be expected in this direction. The invention relates to a roller coaster arrangement 30 in which the locally vertical load direction is essentially perpendicular to a straight line in the plane of the bulkhead through the left and right rail tubes 12, 14. The chord tube 16 is therefore located between the two rail tubes 12, 14, viewed in the local vertical direction or main load direction.

[0056] According to the invention, a truss rail 10 designed as a three-chord rail is provided for a ride, which has only two rail tubes 12, 14 that can be directly traversed by a car assembly 32 and only one non-traversable chord tube 16, wherein the locally vertical load or main load exerted on the truss rail 10 by the car assembly 32 traversing the rail tubes 12, 14 always has a direction that is substantially perpendicular to the rail plane and / or substantially parallel to the bulkhead plane of the rail tubes 12, 14. In the locally vertical load direction or main load direction, the chord tube 16 is always located below or behind (in the case of a load direction into the seat) the rail plane of the rail tubes 12, 14.Furthermore, in the locally vertical load direction or main load direction, the chord tube 16 is always located below or behind (in the case of load direction into the seat) both the one and the other rail tube 12, 14. Furthermore, in the locally vertical load direction or main load direction, the chord tube 16 is always located below or behind (in the case of load direction into the seat) and between both rail tubes 12, 14.

[0057] According to the invention, a roller coaster arrangement 30 is also provided, which has a car arrangement 32 and at least one truss rail 10, wherein the at least one truss rail 10 has the rail tube-belt tube arrangement described above in accordance with the locally vertical load direction.

Claims

1. Truss-type rail (10) for a fairground ride, with - two rail tubes (12, 14) which can be driven on directly with a car arrangement, - a chord tube (16) which cannot be driven on, and - vertical framework profiles (18) which connect the rail tubes (12, 14) and the chord tube (16) to each other in a stiffening manner and which comprise vertical diagonal profiles (18a) which run diagonally between the chord tube (16) and the respective rail tube (12, 14), alternately rising and falling, characterised in that, in at least one connection area (20) of the vertical diagonal profiles (18a) to the chord tube (16), no further vertical framework profile (18) is connected thereto and in that the local vertical load exerted on the truss-type rail (10) by the car arrangement (32) driving on the rail tubes (12, 14) when in use always has a direction which is substantially perpendicular to the rail plane of the rail tubes (12, 14).

2. Truss-type rail (10) according to claim 1, characterised in that, in the at least one connection area (20), only four vertical diagonal profiles (18a) are connected to the chord tube (16) as vertical framework profiles (18).

3. Truss-type rail (10) according to claim 1 or 2, characterised in that, in the at least one connection area (20), the connecting seams of the vertical diagonal profiles (18a) connected to the chord tube (16) have a minimum distance (d) from each other which is always less than three times the diameter of the vertical diagonal profiles (18a) in the connection area (20).

4. Truss-type rail (10) according to one of the preceding claims, characterised in that, in a field section (FS) of the truss-type rail (10), in all connection areas (20) of the vertical diagonal profiles (18a) to the chord tube (16), no further vertical framework profile (18) is connected thereto.

5. Truss-type rail (10) according to one of the preceding claims, characterised in that post profiles (18b) are provided in a support section (SS) of the truss-type rail (10) in the connection area (20) of the vertical diagonal profiles (18a) to the chord tube (16) or to the respective rail tube (12, 14) which run substantially orthogonally between the chord tube (16) and the respective rail tube (12, 14), and are connected directly to the chord tube (16) and to the rail tube (12, 14).

6. Truss-type rail (10) according to one of the preceding claims, characterised in that, in a butt section (BS) of the truss-type rail (10) on the respective rail tube (12, 14), no vertical framework profile (18) is connected thereto.

7. Truss-type rail (10) according to one of the preceding claims, characterised in that the vertical diagonal profiles (18a) are connected directly to the chord tube (16) and directly to the rail tube (12, 14).

8. Truss-type rail (10) according to one of the preceding claims, characterised in that, in at least one connection area (22) of the vertical diagonal profiles (18a) to the respective rail tube (12, 14), no further vertical framework profile (18) is connected thereto.

9. Truss-type rail (10) according to one of the preceding claims, characterised in that the rail tubes (12, 14) are connected to each other in a stiffening manner by means of horizontal framework profiles (24).

10. Truss-type rail (10) according to claim 9, characterised in that the horizontal framework profiles (24) comprise transverse profiles (24a) which run substantially orthogonally between the rail tubes (12, 14), wherein the transverse profiles (24a) are directly connected to the rail tubes (12, 14).

11. Truss-type rail (10) according to claim 10, characterised in that, in the connection area (20) to the respective rail tube (12, 14), the vertical diagonal profiles (18a) are connected directly to a transverse profile (24a).

12. Truss-type rail (10) according to one of the preceding claims, characterised in that the horizontal framework profiles (24) comprise horizontal diagonal profiles (24b) which run diagonally between the rail tubes (12, 14) and which are directly connected to at least one transverse profile (24a), preferably two transverse profiles (24a), near the rail tubes (12, 14).

13. Truss-type rail (10) according to one of the preceding claims, characterised in that, in use, the vertical framework profiles (18) are connected to or coupled with the rail tubes (12, 14) in such a way that a running gear clearance for a running gear assembly (33) of the car arrangement (32) is formed on the top, bottom and outside of the rail tube (12, 14).

14. Roller coaster arrangement (30) comprising a car arrangement (32) and at least one truss-type rail (10) according to one of the preceding claims.

15. Roller coaster arrangement (30) according to claim 14, characterised in that the car arrangement (32) has at least one running gear assembly (33) which embraces at least one rail tube (12, 14) of the truss-type rail (10) on the top, bottom and outer side.