EP4433182A1

EP4433182A1 - Track segment and track comprising such track segment for an amusement ride

Info

Publication number: EP4433182A1
Application number: EP21815138.9A
Authority: EP
Inventors: Alberto Zamperla
Original assignee: Antonio Zamperla SpA
Current assignee: Antonio Zamperla SpA
Priority date: 2021-11-15
Filing date: 2021-11-15
Publication date: 2024-09-25
Also published as: WO2023083479A1

Abstract

It is disclosed a track segment (1) comprising a pair of rail elements (2, 3) for supporting the wheels of a vehicle riding along said track segment (1) and a backbone element (10), wherein said rail elements (2, 3) are spaced of a distance (d) from said backbone element (10), the track element further comprising at least one traverse element (4) for connecting the two rail elements (2, 3) to each other, at least two couples of diagonal elements (5', 5''; 6', 6'') for connecting the at least one traverse element (4) to said backbone element (10), wherein the two diagonal elements of each couple of diagonal elements (5', 5''; 6', 6'') have respective longitudinal axis (A5', A5''; A6', A6'') incident to each other, and extending divergently from one connecting portion (4a, 4b) of said traverse element (4) to respective connecting portions (B5', B5''; B6', B6'') spaced at a distance (D', D'') on said backbone element (10).

Description

“TRACK SEGMENT AND TRACK COMPRISING SUCH TRACK SEGMENT FOR AN AMUSEMENT RIDE”

FIELD OF THE INVENTION

The present invention relates to a track for amusement rides of the type used for example in amusement parks or theme parks.

In particular, the present invention relates to a track segment of a track for amusement rides in which one or more vehicles, suitable for transporting passengers, are moved along a path defined by the rails of said track.

BACKGROUND ART

Amusement rides such as roller coasters, or other amusement park rides of the type comprising a track and one or more vehicles movable along that track, often comprise complex paths, which include curved and/or straight portions of the track.

Tracks known in the art comprise structural elements having a tubular section, which is traditionally subjected to a bending process, for example by applying bending forces and/or heat, to acquire the desired shape.

These known tracks can comprise truss-like rail elements, as for example discussed in the document EP2156870, which describes a track having diagonal struts provided between transverse struts, in which the rails are formed by metal tubes which substantially parallel to each other and are connected to each other by means of said diagonal struts and traverse struts.

Furthermore, common tracks known in the art are the so-called backbone tracks, designed with a main load-bearing backbone element, to which two rails are connected, and which are intended for vehicles to travel upon them.

The rails and the backbone are typically designed as tubular elements, wherein the backbone element has a cross section with a diameter greater than the diameter of the cross section of the rails.

The backbone thereby acts as the main load-bearing member, with the rails transmitting the loads to the backbone.

For stiffening the track structure, and optimize the transmission of the loads to the backbone, diagonal elements and transverse plates are commonly used, arranged between the rails and the backbone.

In particular, diagonal elements extends between a respective rail and the backbone such that the longitudinal axis of the diagonal element is perpendicular to both the rail and the backbone.

A disadvantage of the tracks of the known art, where the diagonal elements are welded directly to the rails, is that a large air gap can be generated between the diagonal elements and the rails, and in the welding phase there is a very high shrinkage, which moves the rails from the designed trajectory, generating distortions in the structural elements.

This drawback raises from the issue of precisely bending the backbone, according to a predefined configuration, for example in a curved portion of the track.

Furthermore, as well known in the art, the backbone tracks are subject to deformations which depend on both the angle defined between the diagonal elements and the backbone, and the distance between the backbone and the rails: the smaller the distance, the more the diagonal elements will extend along normal direction with respect to both the rail and the backbone, the more the deformation will be significant.

The effect of this deformation is combined with the stresses to which the track is subjected, for example the loads due to the passage of a vehicle along the track. The joint action of these stresses frequently leads to the generation of ferees that tend to deform the track; therefore, it requires that the components of the track need to be dimensioned to withstand such forces and are subject to frequent maintenance over time.

The object of the present invention is to provide a track which can be quickly assembled during the production phase, and which at the same time allows to better follow a predetermined theoretical geometry during assembly.

It is also an object of the present invention to provide a track segment which allows a quick assembly of a track.

A further object of the present invention is to provide a track and a track segment that is structurally simple and has excellent stiffness, and resistance to deformation and breakage.

A further object of the present invention is to provide a track segment which is versatile, and can be assembled with further track segments even having different geometric features, allowing a great versatility of the shape of the track portions.

SUMMARY OF THE INVENTION

These and other objects are achieved by the present track segment according to claim 1 and by the track according to claim 11 . Additional features/aspects are herein disclosed and or recited in the dependent claims.

The track segment according to the present invention comprises a backbone element and a pair of rail elements for supporting the wheels of a vehicle riding along said track segment, wherein said rail elements lie on a plane spaced of a distance from said backbone element.

It should be noted that here and in the following reference is made to a pair of rail elements for supporting the wheels of a vehicle riding along said track segment to indicate that the rail elements are arranged to allow the travel of a vehicle thereon.

In other words, considering a straight portion of the track, the rail elements have main longitudinal bodies to allow a vehicle traveling with the respective wheels on the rail elements. According to a possible embodiment, in a straight portion of the track the rails elements extend parallel to each other, i.e. their distance is constant along their extension in length.

Considering a curved portion of the track, the rail elements have main longitudinal bodies that extend with a deviation or offset of a few millimetres (for example about 11 mm - 13 mm) with respect to a parallel direction, for example in possible embodiments of a straight portion of the track. In other words, in view of such a deviation or offset with respect to the parallel direction, in a curved portion of the track the rail elements can have main longitudinal bodies that diverge or converge with respect to each other.

The track segment further comprises at least one traverse element for connecting the two rail elements to each other, at least two couples of diagonal elements for connecting the at least one traverse element to said backbone element, wherein the two diagonal elements of each couple of diagonal elements have respective longitudinal axis incident to each other, and the two diagonal elements of each couple are extending divergently from one connecting portion of said traverse element to respective connecting portions spaced at a distance, on said backbone element.

Advantageously, such a configuration of track segments guarantees greater versatility with respect to the tracks of the prior art.

Furthermore, the assembly of the track is facilitated and more precise.

In fact, the track segments can be provided by positioning the track components inside jigs, to reproduce the desired theoretical geometry, and then the track segments are assembled through welding processes to define the conformation of each portion of the track.

Moreover, advantageously, the structure of a track segment comprising diagonal elements directly connected to traverse elements for indirectly connecting the rail elements with the backbone element is very stable, resistant and with an increased structural stiffness: the structure facilitates the maintenance of the desired trajectory between the two rails, since the divergent direction of the two diagonal elements of one couple of diagonal elements provide for a greater support base on the backbone element, suitable for counteracting the structural tendency of the two rails to slide relative to each other along opposite longitudinal directions, for example in a curved track section.

A further advantage of the embodiments according to the invention is that the longitudinal axis of the diagonal elements extends along a direction, with respect to the backbone, at an angle which can be varied, in order to follow a direction which is more tangent to the backbone.

In this way the load stress along the normal direction with respect to the backbone is decreased.

Furthermore, this configuration allows to better follow a theoretical (predetermined) geometry of the track, allowing better compensation of the distortions and sprains due to the passage of a vehicle along the rails.

According to an aspect, the connecting portions of the diagonal element with the traverse element are spaced from the respective end portions of the traverse element of a distance, preferably this distance being as small as possible.

It is preferable to select a distance such that the diagonal element is connected to the transverse element so as to be as close as possible to the rail element, compatibly with the passage of vehicles.

In other words, the distance is selected in such a way that the diagonal element never interferes with the passage of a vehicle wheel.

Advantageously, the diagonal elements are connected at the connecting portions of the traverse elements at a reduced distance with respect to the end portions of the traverse element, and consequently with respect to the respective rail elements. This reduced distance between the structural elements of the track segment enhances the stability, stiffness and the resistance of the track segment.

According to an aspect, in a straight portion of the track, the rail elements extend along longitudinal directions parallel to each other, and the backbone element extends along a longitudinal direction which is parallel to the longitudinal directions along which the rail elements extend.

According to an aspect the respective longitudinal axis of the two diagonal elements of one couple of diagonal elements are incident to each other forming an angle comprised between 40° and 120°, preferably between 50° and 100°, more preferably between 60° and 90°.

Advantageously, the angle can be selected to maximize the stiffness of the track segment and to adapt to different curvatures of different portions of the track.

For example, in case of a curved portion of the track having a curve with a narrow radius, it may be necessary to provide an angle between the diagonal elements of the same couple of diagonal elements, that is lower than an angle between diagonal elements in a configuration wherein the portion of the track has a curve with a wider radius. According to an aspect, the respective longitudinal axis of the two diagonal elements of one couple of diagonal elements are incident at an intersection point. Preferably, the intersection points lie on the longitudinal axis of the traverse elements, or on an axis parallel to the longitudinal axis of the traverse element. According to an aspect, the intersection points lie on the longitudinal axis of the traverse elements, and the distance between the center of the rail element and the intersection point of the longitudinal axis of the diagonal element with the longitudinal axis of the traverse element is comprised between 2% and 30% of the total length of the traverse element, preferably between 3% and 25% of the total length of the traverse element, more preferably between 5% and 20% of the total length of the traverse element.

According to a further aspect, wherein the intersection points lie on an axis which is parallel to the longitudinal axis of the traverse elements, and the distance between the center of the rail element and the projection on the longitudinal axis of the traverse element of the intersection point of the longitudinal axis of the diagonal element with the axis which is parallel with respect to the longitudinal axis of the traverse element is comprised between 2% and 30% of the total length of the traverse element, preferably between 3% and 25% of the total length of the traverse element, more preferably between 5% and 20% of the total length of the traverse element.

According to these aspects, the two diagonal elements of one couple of diagonal elements are connected to the backbone element at respective connecting portions, spaced at the same distance or at different distances with respect to a plane passing through the longitudinal axis of the traverse element and perpendicular to the longitudinal direction along which the backbone element extends.

Advantageously, the configuration of the diagonal elements, which can be connected to the backbone element at different distances with respect to the plane passing through the longitudinal axis of the traverse element and perpendicular to the longitudinal direction along which the backbone element extends, allows to compensate for the effects of the possible distortion or the effect of ferees acting on the track while the vehicle is moving thereon, selecting reduced distances wherein the load stress is higher.

According to an aspect, the respective longitudinal axis of the diagonal elements of one couple of diagonal elements intersect the respective longitudinal axis of the diagonal elements of the other couple of diagonal elements at the central longitudinal axis of the backbone element, or on an axis parallel to the central longitudinal axis of the backbone element.

Advantageously, when the longitudinal axis of the diagonal elements of one couple of diagonal elements intersects the respective longitudinal axis of the diagonal elements of the other couple of diagonal elements at an axis which is parallel to the central longitudinal axis of the backbone element, and preferably lowered with respect to the central longitudinal axis of the backbone element, the stress exerted by the diagonal elements on the backbone element is lowered. According to an aspect, in a straight portion of the track, the two diagonal elements of one couple of diagonal elements have the same length.

According to a further aspect, in a curved portion of the track, the two diagonal elements of one couple of diagonal elements have different length.

According to an aspect the traverse element has a longitudinal axis which is incident at an angle substantially equal to 90°, with respect to at least one of the rail elements, preferably to both rail elements.

As above mentioned the present invention also relates to a track according to claim 11 , comprising a plurality of track segments according to the invention, which are connected to each other at the end portions of the respective backbone elements, and at the end portions of the respective rail elements to form two rails, wherein the backbone elements and the rail elements of adjacent track segments are connected to each other to form curved portions of the track and/or straight portions of the track.

Advantageously, this configuration allows vehicle of a known type to ride on the track of an amusement ride, in which the vehicle has at least two sets of wheels, which slide along directions parallel to the same longitudinal axis.

According to an aspect, the respective longitudinal axis of the two diagonal elements of one couple of diagonal elements are incident to each other forming an angle, wherein said angle can be different for adjacent couples of diagonal elements of adjacent track segments.

Preferably, the angle is selected for adjacent couples of diagonal elements (in function of the distance between adjacent traverse elements of the same track segment or of adjacent track segments.

Advantageously, the two diagonal elements are positioned and connected to the traverse element and the backbone element in order to compensate for the effects of the distortion generated by the stress load.

According to an aspect, the respective connecting portions of the diagonal elements of adjacent couples of diagonal elements can be spaced at equal distances or at different distances along the backbone element.

According to a further aspect the traverse elements are spaced at the same distance or at different distances along the rails.

Advantageously, the distances between the respective connecting portions of the diagonal elements of adjacent couples of diagonal elements, and the distances between the traverse elements along the rails can be selected in order to maximize the compensation to the load stress and to the distortion of the rails. DESCRIPTION OF THE FIGURES

One or more embodiments of the present invention are now described in greater detail with reference to the accompanying figures provided by way of non-limiting example, wherein:

■ Figure 1 is a perspective view of a possible embodiment of the track segment according to the invention;

■ Figure 2A is a front view of a possible embodiment of the track segment according to the invention;

■ Figure 2B is a front view of a possible embodiment of the track segment according to the invention;

■ Figure 2C is a schematic front sectional view of a possible embodiment of the track segment according to the invention;

■ Figure 3 is a top view of a possible embodiment of the track segment according to the invention;

■ Figure 4 is a side view of a possible embodiment of the track segment according to the invention;

■ Figure 5 is a perspective view of a portion of possible embodiment of a track according to the invention;

■ Figure 6 is a side view of a possible embodiment of a portion of a track according to the invention;

■ Figure 7 is a side view of a possible embodiment of a portion of a track according to the invention;

■ Figure 8 is a perspective view of a possible embodiment of a portion of a track according to the invention comprising a curved portion;

■ Figure 9 is a perspective view of a possible embodiment of a portion of a track according to the invention comprising a curved portion;

DETAILED DESCRIPTION OF THE INVENTION

With reference to the attached figures, a possible embodiment of the track segment 1 of a track 100 for amusement rides, and a track 100 for amusement rides comprising a plurality of adjacent track segments according to the invention, will be described.

It has to be noted that the track 100, and the track segments 1 forming the track 100 according to the invention, are adapted to support a vehicle, comprising at least two wheels, riding along said track 100.

In particular, the elements of different track segments 1 can have the same geometric parameters such as length, cross-section and positioning of connecting portions so as to form a continue track when the track segments are connected one to another. As disclosed here below in grater details it is not excluded that each track segment is provided with different shape, arrangement of elements, with respect to another track segment of the same track.

The track segment 1 according to the invention comprises a backbone element 10, preferably extending along the travel direction of a vehicle (the backbone element being not intended to support wheels of the vehicle and it is not designed to directly support the vehicle in use), and a pair of rail elements 2, 3 for supporting the wheels of the vehicle riding along the track segment 1 .

In a possible embodiment shown in figure 2A, the rails elements 2, 3 are arranged at a distance d’, one with respect to another.

According to a possible embodiment, in a straight portion of the track, the rail elements 2, 3 are preferably arranged at a constant distance d’, one with respect to another (i.e. the rail elements are preferably extending parallel to each other) thus allowing the wheels of the vehicle being supported.

According to a possible embodiment, in a curved portion of the track, the rails elements 2, 3 are preferably arranged at a variable distance d’, one with respect to another thus allowing the wheels of the vehicle being supported.

In particular, considering a curved portion of the track, the rail elements 2, 3 have main longitudinal bodies that extend with a deviation or offset distance of few millimetres (for example 11 mm - 13 mm) with respect to the parallel direction along which the rail elements 2, 3 of a straight portion of the track extend.

In other words, in view of such a deviation or offset with respect to the parallel direction, in a curved portion of the track the rail elements 2, 3 can have main longitudinal bodies that diverge or converge with respect to each other, and the distance d’ between the rail elements 2, 3 varies accordingly.

Preferably, as shown in figures 2A - 2C, the rail elements 2, 3 are spaced from the backbone element 10 of a distance d such that the ratio between the distance d’ between the two rail elements 2, 3, and the distance d between the rail elements 2, 3 and the backbone element is comprised between 1.5 and 5, and preferably it is comprised between 2 and 3.

According to the possible embodiment of a straight portion of the track, the rail elements 2, 3 lie on a plane P1 parallel to and spaced of a distance d from the backbone element 10.

Preferably, the distance d between the plane P1 and the backbone element is measured from the plane P1 passing through the central longitudinal axis of the rail elements 2, 3 to the central longitudinal axis of the backbone element.

It has to be noted that here and hereinafter, the term "backbone element" is used to indicate the main support element of the track segment 1 , to which the other elements of the track segment 1 are directly or indirectly connected.

With reference to figures 1 - 4, the backbone element 10 of a track segment 1 can have a cross section of circular shape and can be configured as a tubular element having respective end portions 10’, 10”.

Preferably, the backbone element 10 has a cross section of a substantially circular shape. According to non-limiting possible embodiments, the backbone element 10 has a cross section diameter comprised between 24 cm and 33 cm. In a possible embodiment of a straight track segment, the rail elements 2, 3 extend along longitudinal directions A2, A3 parallel to each other, and the backbone element 10 extends along a longitudinal direction A1 which is parallel to said longitudinal directions A2, A3 along which the rail elements 2, 3 extend. As already mentioned, it should be noted that here and in the following the expression "parallel to each other" referred to a possible embodiment of two or more elements of the track segment 1 , or of the track, means that two or more elements have main longitudinal bodies that extend parallel to each other, and according to a possible embodiment their distance is constant along their extension in length.

As is known, the rails and therefore the tracks of the amusement rides have curved portions.

In this case, the distance between the rail elements 2, 3 of a track segment 1 can very and therefore the rail elements 2, 3 can be arranged not parallel to each other, while allowing the passage of the vehicle.

According to an aspect, with reference to curved portions of the track 100 and of the track segments 1 , the tangent to a given point of a rail element 2, 3 is incident to the tangent of the corresponding point on the other rail element 3, 2.

With reference to figures 1 - 4, the rail elements 2, 3 of a track segment 1 can have a cross section of circular shape and can be configured as tubular elements having respective end portions 2’, 2”; 3’, 3”.

Preferably the rail elements 2, 3 have a cross section of a substantially circular shape having, in a non-limiting possible embodiment, a diameter comprised between 13 cm and 16 cm. However, embodiments in which the rail elements 2, 3 have a polygonal cross section, for example a triangular, squared or rectangular cross section are not excluded.

In a possible embodiment shown in figures 1 - 4, the track segment 1 has rail elements 2, 3 extending along longitudinal directions A2, A3 which are substantially straight.

Alternatively, the track segment 1 has rail elements 2, 3 extending along longitudinal directions A2, A3 which are substantially curved.

The track segment 1 according to the invention comprises at least one traverse element 4 for connecting the two rail elements 2, 3 to each other.

In a possible embodiment, the track segment 1 can comprise a plurality of traverse elements 4 for connecting the two rail elements 2, 3 to each other.

With reference to figure 2A, 2B and 3, the traverse element 4 has a cross section of circular shape and can be configured as tubular elements, having two end portions 4’, 4”, each connected to a respective rail element 2, 3.

Embodiments in which the traverse element 4 has a polygonal cross section, for example a triangular, squared or rectangular cross section are not excluded.

In a possible embodiment shown in figure 2A the traverse element 4 has a constant section between the two end portions 4’, 4”.

In a further possible embodiment, as for example shown in figure 2B, the traverse element 4 has a cross section which is reduced at the two end portions 4’, 4”.

In other words, according to this embodiment, the two end portions 4’, 4” have a lower cross section with respect to the central part of the traverse element 4. It should be noted that the elements of the track segment 1 are made of metal, and the connection between the rail elements 2, 3 and the traverse element 4 can be made by welding.

In a possible embodiment, the traverse element 4 has a longitudinal axis A4 which is incident at an angle with respect to rail elements 2, 3.

Preferably, with reference to figures 1 - 4 the traverse element 4 has a longitudinal axis A4 which is incident at an angle of substantially 90° with respect to both rail elements 2, 3. The track segment 1 according to the invention further comprises at least two couples of diagonal elements 5’, 5”; 6’, 6”, for connecting the at least one traverse element 4 to the backbone element 10.

In a possible embodiment, with reference to figure 1 - 4, the diagonal elements 5’, 5”; 6’, 6” have a cross section of circular shape and can be configured as tubular elements.

Preferably, the diagonal elements 5’, 5”; 6’, 6” have a cross section of a substantially circular shape having, in a non-limiting possible embodiment, a diameter comprised between 8 cm and 11 cm.

The two diagonal elements of each couple of diagonal elements 5’, 5”; 6’, 6” have respective longitudinal axis A5’, A5”; A6’, A6” incident to each other. The two diagonal elements of each couple extend divergently from one connecting portion 4a, 4b of the traverse element 4 to respective connecting portions B5’, B5”; B6’, B6” spaced at a distance D’, D”, on the backbone element 10.

It has to be noted that, with reference to figure 7, a triangle is formed between the diagonal elements 5’, 5”; 6’, 6” and the backbone element 10 of a track segment 1 , wherein two sides of the triangle lie on the respective longitudinal axis A5’, A5”, A6’, A6” of the diagonal elements 5’, 5”; 6’, 6”, and wherein the base of the triangle corresponds to the distance D’, D” between the respective connecting portions B5’, B5”; B6’, B6’ on the backbone element 10.

With reference to figures 2A, 2B, 2C and 3, the traverse element 4 has two connecting portions 4a, 4b, spaced from the respective end portions 4’, 4” of the traverse element 4.

In a possible non-limiting embodiment, the traverse element 4 has a length comprised between 80 cm and 140 cm, preferably comprised between 90 cm and 130 cm.

It has to be noted that the traverse element 4 has a length and a configuration suitable for supporting a vehicle riding the track.

In a possible embodiment, the respective longitudinal axis A5’, A5”; A6’, A6” of the two diagonal elements of one couple of diagonal elements 5’, 5”; 6’, 6” are incident to each other at an angle a, a’ comprised between 40° and 120°, preferably between 50° and 100°, more preferably between 60° and 90°.

With reference to figures 1 and 4, the respective longitudinal axis A5’, A5”; A6’, A6” of the two diagonal elements of one couple of diagonal elements 5’, 5”; 6’, 6” are incident at an intersection point B1 , B2.

Preferably, the intersection points B1 , B2 lie on the longitudinal axis of the traverse element A4 as schematically shown in figures 2A and 2B, or on an axis A4’ which is parallel to said longitudinal axis of the traverse elements A4, as schematically shown in figure 2C.

In a possible embodiment, the intersection points B1 , B2 lie on an axis A4’ which is parallel to said longitudinal axis of the traverse elements A4, and which can be spaced from the longitudinal axis A4 of an offset in an upward or downward direction with respect to the longitudinal axis A4.

With reference to the front sectional views of figures 2A, 2B the center of one rail element 2, 3 is spaced from the intersection point B1 , B2 of a respective couple of diagonal elements 5’, 5”; 6’, 6” of the distance K’, K”.

According to this embodiment, as for example shown in figures 2A, 2B, wherein the intersection points B1 , B2 lie on the longitudinal axis of the traverse element A4, the distance K’, K” can be defined as the distance between the center of the rail element 2, 3 and the intersection point of the longitudinal axis A5’, A5”, A6’, A6” of the diagonal element 5’, 5”; 6’, 6” with the longitudinal axis of the traverse element A4.

With reference for example to the front sectional view of figure 2C, wherein the intersection points B1 , B2 lie on an axis A4’ parallel to the longitudinal axis of the traverse elements A4, the distance K’, K” can be defined as the distance between the center of the rail element 2, 3 and the projection on the longitudinal axis of the traverse element A4 of the intersection point of the longitudinal axis A5’, A5”, A6’, A6” of the diagonal element 5’, 5”; 6’, 6” with the axis A4’, said axis A4’ being parallel with respect to the longitudinal axis of the traverse element A4. The distance K’, K” is preferably comprised between 2% and 30% of the total length of the traverse element 4, preferably between 3% and 25% of the total length of the traverse element, more preferably between 5% and 20% of the total length of the traverse element.

In a possible embodiment, the two diagonal elements of one couple of diagonal elements 5’, 5”; 6’, 6” are connected to the backbone element 10 at respective connecting portions B5’, B5”; B6’, B6”, spaced at the same distance or at different distances Q’, Q” with respect to a plane P2 passing through the longitudinal axis A4 of the traverse element 4 and perpendicular to the longitudinal direction A1 along which the backbone element 10 extends.

In other words, with reference to figure 4 and 7, the triangle formed between the diagonal elements 5’, 5”; 6’, 6” and the backbone element 10 of a track segment 1 can be an isosceles triangle, wherein the distances Q’, Q” between the respective connecting portions B5’, B5”; B6’, B6” and the plane P2 are equal to each other, or the triangle formed between the diagonal elements 5’, 5”; 6’, 6” and the backbone element 10 of a track segment 1 can be a scalene triangle, wherein the distances Q’, Q” between the respective connecting portions B5’, B5”; B6’, B6” and the plane P2 are different from each other.

In a possible embodiment, shown in figure 2A or 2B the respective longitudinal axis A5’, A5” of the diagonal elements of one couple of diagonal elements 5’, 5” intersect the respective longitudinal axis A6’, A6” of the diagonal elements of the other couple of diagonal elements 6’, 6” at the central longitudinal axis of said backbone element 10 or, as shown in figure 2C, on an axis parallel to said central longitudinal axis of said backbone element 10.

In a preferred embodiment, the longitudinal axis A5’, A5” of the diagonal elements of one couple of diagonal elements 5’, 5” intersect the respective longitudinal axis A6’, A6” of the diagonal elements of the other couple of diagonal elements 6’, 6” at an axis which is parallel to the central longitudinal axis of the backbone element 10, and preferably lowered with respect to the central longitudinal axis of the backbone element 10, such that the stress exerted by the diagonal elements 5’, 5”; 6’, 6” on the backbone element 10 is lowered.

In a further possible embodiment, not shown in figures, the longitudinal axis A5’, A5” of the diagonal elements of one couple of diagonal elements 5’, 5” intersect the respective longitudinal axis A6’, A6” of the diagonal elements of the other couple of diagonal elements 6’, 6” at an axis which is parallel to the central longitudinal axis of the backbone element 10, and shifted to the right or to the left with respect to the central longitudinal axis of the backbone element 10 of an offset distance. In a possible embodiment, for example of a straight portion of the track, the two diagonal elements of one couple of diagonal elements 5’, 5”; 6’, 6” have the same length.

In a further possible embodiment, for example of a curved portion of the track, the two diagonal elements of one couple of diagonal elements 5’, 5”; 6’, 6” have different lengths.

A track 100 according to the invention will be described in the following, with reference to the attached figures.

A track 100 according to the invention comprises a plurality of track segments 1 which are connected to each other at the end portions 10’, 10” of the respective backbone elements 10, and at the end portions 2’, 2”; 3’, 3” of the respective rail elements 2, 3 to form two rails 200, 300 along which a vehicle rides.

The backbone elements 10 and rail elements 2, 3 of adjacent track segments 1 are connected to each other to form curved portions of the track 100 or straight portions of the track 100.

It has to be noted that in a possible embodiment, as for example shown in figures 8 and 9, the backbone elements 10 are rigidly constrained to each other by means of inelastic constraint means 11 , preferably by bolting.

In this regard, the end portions 10’, 10” of the backbone elements 10 are provided with holes or openings suitable for the passage of bolts, or other inelastic constraint means.

With reference to figure 5, 6 and 7 a straight portion of the track is shown, while a curved portion of the track 100 is shown in figures 8 and 9.

It has to be noted that, according to a possible embodiment, e.g. for straight portions of the track 100, the rails 200, 300 are arranged at a distance d’, one with respect to another, and the distance d’ between the rails 200, 300 of the track 100 remains unchanged and therefore the rails 200, 300 are arranged parallel to each other, thus allowing the wheels of the vehicle being supported. According to a further possible embodiment, e.g. for curved portions of the track 100, the distance d’ between the rails 200, 300 of the track 100 can vary, i.e. the rails 200, 300 are preferably arranged at a variable distance d’, one with respect to another thus allowing the wheels of the vehicle being supported, and therefore the tangent to a given point of a rail 200, 300 is incident to the tangent of the corresponding point on the other rail 300, 200.

In particular, considering a curved portion of the track, the rails 200, 300 have main longitudinal bodies that extend with a distance deviation or offset of few millimetres (for example 11 mm - 13 mm) with respect to the distance between two rails 200, 300 of a straight portion of the track.

In other words, in view of such a deviation or offset with respect to the parallel direction, in a curved portion of the track 100 the rails 200, 300 can have main longitudinal bodies that diverge or converge with respect to each other, and the distance d’ between the rails 200, 300 varies accordingly.

As above mentioned, according to a possible embodiment, the respective longitudinal axis A5’, A5”; A6’, A6” of the two diagonal elements of one couple of diagonal elements 5’, 5”; 6’, 6” of a track segment 1 are incident to each other at an angle a, a’, wherein the angle a, a’ can be different for adjacent couples of diagonal elements 5’, 5”; 6’, 6” of adjacent track segments 1 .

The possibility of selecting different angles a, a’ for adjacent couples of diagonal elements 5’, 5”; 6’, 6” of adjacent track segments 1 , allows for selecting a smaller angle in correspondence of the terminal portions of each track segment. In this way, more space is provided in this area, allowing for the insertion of a joint between two track segments.

In other words, with reference to figure 7, the angles a, a’ formed by the respective longitudinal axis A5’, A5”; A6’, A6” of the two diagonal elements of consecutive couple of diagonal elements 5’, 5”; 6’, 6” can be selected in such a way as to be different for consecutive couples of diagonal elements 5’, 5”; 6’, 6”, belonging to the same track segment or to adjacent track segments 1 .

In particular, according to this embodiment shown in figure 7, the angles a, a’ are selected for adjacent (consecutive) couples of diagonal elements 5’, 5”; 6’, 6” in function of the distance D1 , D2 between adjacent traverse elements 4.

It has to be noted that the distance D1 , D2 between adjacent traverse elements 4 can be selected, for example, between 75 cm and 95 cm.

According to a possible embodiment, the respective connecting portions B5’, B5”; B6’, B6” of the diagonal elements of adjacent couples of diagonal elements

5’, 5”; 6’, 6” can be spaced at equal distances or at different distances D’, D” along the backbone element 10.

According to a further embodiment, the traverse elements 4 are spaced at the same distance or at different distances D1 , D2 along the rails 200, 300. It should be noted that, in a possible embodiment, the track segment 1 and the track 100 are suitable for supporting a vehicle passing along a portion of the track 100 which includes an inclined curved portion or a loop portion, supporting the vehicle when it is inverted i.e. when the head-to-toe direction of the passengers inside the vehicle is reversed.

Claims

1 . Track segment (1 ) comprising a pair of rail elements (2, 3) for supporting the wheels of a vehicle riding along said track segment (1 ) and a backbone element (10), wherein said rail elements (2, 3) are spaced of a distance (d) from said backbone element (10), the track element further comprising at least one traverse element (4) for connecting the two rail elements (2, 3) to each other, at least two couples of diagonal elements (5’, 5”; 6’, 6”) for connecting the at least one traverse element (4) to said backbone element (10), wherein the two diagonal elements of each couple of diagonal elements (5’, 5”; 6’, 6”) have respective longitudinal axis (A5’, A5”; A6’, A6”) incident to each other, and extending divergently from one connecting portion (4a, 4b) of said traverse element (4) to respective connecting portions (B5’, B5”; B6’, B6”) spaced at a distance (D’, D”) on said backbone element (10).

2. Track segment (1 ) according to claim 1 , wherein said respective longitudinal axis (A5’, A5”; A6’, A6”) of the two diagonal elements of one couple of diagonal elements (5’, 5”; 6’, 6”) are incident to each other forming an angle (a, a’) comprised between 40° and 120°, preferably 50° - 100°, more preferably between 60° and 90°

3. Track segment (1 ) according to one of previous claims, wherein said rail elements (2, 3) extend along longitudinal directions (A2, A3) spaced at a distance (d’) to each other, and the ratio between said distance (d’) and said distance (d) between said rail elements (2, 3) and said backbone element (10) is a value comprised between 1.5 and 5, preferably comprised between 2 and 3.

4. Track segment (1 ) according to one of previous claims, wherein said respective longitudinal axis (A5’, A5”; A6’, A6”) of the two diagonal elements of one couple of diagonal elements (5’, 5”; 6’, 6”) are incident at an intersection point (B1 , B2).

5. Track segment (1 ) according to claim 4, wherein said intersection points (B1 , B2) lie on the longitudinal axis of said traverse elements (A4), or on an axis (A4’) which is parallel to said longitudinal axis of said traverse elements (A4).

6. Track segment (1 ) according to claim 4 or 5, wherein said intersection points (B1 , B2) lie on the longitudinal axis of said traverse elements (A4), and the distance (K, K”) between the center of the rail element (2, 3) and the intersection point of the longitudinal axis (A5’, A5”, A6’, A6”) of the diagonal element (5’, 5”; 6’, 6”) with the longitudinal axis of the traverse element (A4) is comprised between 2% and 30% of the total length of said traverse element (4), preferably between 3% and 25% of the total length of said traverse element (4), more preferably between 5% and 20% of the total length of said traverse element (4),

7. Track segment according to claim 4 or 5, wherein said intersection points (B1 , B2) lie on said axis (A4’) which is parallel to said longitudinal axis of said traverse elements (A4), and the distance (K’, K”) between the center of the rail element (2, 3) and the projection on the longitudinal axis of the traverse element (A4) of the intersection point of the longitudinal axis (A5’, A5”, A6’, A6”) of the diagonal element (5’, 5”; 6’, 6”) with said axis (A4’) which is parallel with respect to the longitudinal axis of the traverse element (A4) is comprised between 2% and 30% of the total length of said traverse element (4), preferably between 3% and 25% of the total length of said traverse element, more preferably between 5% and 20% of the total length of said traverse element.

8. Track segment (1 ) according to one of claims from 4 to 7, wherein the two diagonal elements of one couple of diagonal elements (5’, 5”; 6’, 6”) are connected to said backbone element (10) at respective connecting portions (B5’, B5”; B6’, B6”), spaced at the same distance or at different distances (Q’, Q”) with respect to a plane (P2) passing through the longitudinal axis (A4) of said traverse element (4) and perpendicular to the longitudinal direction (A1 ) along which the backbone element (10) extends.

9. Track segment (1 ) according to one of previous claims, wherein said respective longitudinal axis (A5’, A5”) of the diagonal elements of one couple of diagonal elements (5’, 5”) intersect said respective longitudinal axis (A6’, A6”) of the diagonal elements of the other couple of diagonal elements (6’, 6”) at the central longitudinal axis of said backbone element (10), or on an axis parallel to said central longitudinal axis of said backbone element (10).

10. Track segment (1 ) according to one of previous claims, wherein the two diagonal elements of one couple of diagonal elements (5’, 5”; 6’, 6”) have the same length or have different lengths.

11. Track segment (1 ) according to one of previous claims, wherein said traverse element (4) has a longitudinal axis (A4) which is incident at an angle substantially equal to 90°, with respect to at least one of said rail elements (2, 3), preferably to both rails (2, 3).

12. Track (100) comprising a plurality of track segments (1 ) according to one of claims 1 - 11 , which are connected to each other at the end portions (1 O’, 10”) of the respective backbone elements (10), and at the end portions (2’, 2”; 3’, 3”) of the respective rail elements (2, 3) to form two rails (200, 300), wherein said backbone elements (10) and said rail elements (2, 3) of adjacent track segments (1 ) are connected to each other to form curved portions of said track (100) and/or straight portions of said track (100).

13. Track (100) according to claim 12, wherein said respective longitudinal axis (A5’, A5”; A6’, A6”) of the two diagonal elements of one couple of diagonal elements (5’, 5”; 6’, 6”) are incident to each other forming an angle (a, a’), and wherein said angle (a, a’) is different for adjacent couples of diagonal elements (5’, 5”; 6’, 6”) of adjacent track segments (1 ).

14. Track (100) according to claim 13, wherein said angle (a, a’) is selected for adjacent couples of diagonal elements (5’, 5”; 6’, 6”) as a function of said distance (D1 , D2) between adjacent traverse elements (4) of adjacent track segments (1 ).

15. Track (100) according to one of claims 12 to 14, wherein said respective connecting portions (B5’, B5”; B6’, B6”) of the diagonal elements of adjacent couples of diagonal elements (5’, 5”; 6’, 6”) are spaced at equal distances or at different distances (D’, D”) along said backbone element (10).

16. Track (100) according to one of claims 12 to 15, wherein the traverse elements (4) are spaced at the same distance or at different distances (D1 , D2) along said rails (200, 300).

17. Track according to one of claims 12 to 16, the distance (d’) between said rails (200, 300) is variable along a curved portion of said track (100), and said rails (200, 300) have main longitudinal bodies that diverge and/or converge with respect to each other along a curved portion of said track (100).

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