DE20115902U1 - Passenger safety restraint for fairground rides has rigid back and side supports and with a lap belt - Google Patents

Abstract

A passenger safety restraint for a fairground ride, e. g. a roller coaster, has individual rigid back supports which are fitted with two rigid side arms and a flexible lap belt. The belt is wide and has a separate clasp which includes a remote locking and release control. The back and side arms can be made as one module and the seat has a moulded shape for optimum support. The separate seats can be arranged side by side as well as in rows.

Description

Applicant: RITEC AG

Landstrasse 126
FL-9494 Schaan

Representatives: Patent attorneys

Dipl.-Ing. H.-D. Ernicke

Dipl.-Ing. Klaus Ernicke

Schwibbogenplatz 2b

86153 Augsburg / DE

Date: 27.09.2001

File: 926-38 er

DESCRIPTION Passenger carrier restraint device

The invention relates to a restraint device for passenger carriers of amusement devices having the features in the preamble of the main claim.

Such a restraint device is known from E'raxis. Amusement devices are designed as highly dynamic rides, e.g. roller coasters, roller coasters or the like, and consist of a dynamic movement track with a guide and one or more passenger carriers that move along this guide. The movement track has inclines and declines, loops, screw turns and the like to achieve the desired driving and entertainment effects. The passenger carriers usually have several seats, each of which has a restraint device for the passengers. These seats usually consist of simple chair-like seats. There are different designs for the restraint device with swivel brackets and other similar holding elements. The passenger sits in these passenger carriers like in an armchair or in a normal car seat.

It is an object of the present invention to provide an improved restraint device.

The invention solves this problem with the features in the main claim.

The claimed restraint device has the advantage that it allows amusement devices, in particular highly dynamic rides with increased movement dynamic effects and offers the passenger a higher experience and entertainment value.

In particular, the passenger has optimal and safe support despite greater freedom of movement.

The arrangement of a seat belt, particularly a lap belt, guarantees optimal support, especially in the hip or pelvic area, whereby the seat belt adapts to all body sizes and shapes better than rigid straps and also sits closer and tighter on the body. The seat belt is softer than a rigid strap and enables an increase in driving dynamics without the risk of injury or pressure. A multiple arrangement of the belt parts, each with its own closing and locking mechanism on the belt buckle, enables redundancy and increases operational safety.

The preferably rigid supports in the side and back areas offer the passenger a secure hold in the upper body area, while at the same time allowing a much greater freedom of movement than with previously known safety bars.

The restraint device is suitable for passenger carriers of all types of amusement equipment, especially rides. These can be, for example, roller coasters, hanging railways, roller coasters, water slides or rides, carousels, drop towers or similar other highly dynamic rides. The type of passenger carrier and also the seating or other supports for the passenger can be any.

It is particularly suitable for passenger carriers with one or more saddle-like seats. This allows the passenger to adopt a completely different sitting position than before and develop a new driving and experience. On the saddle-like seat, he sits like on a motorcycle, a jet ski or a skidoo (snowmobile). The seat is preferably designed as a seat along the

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The saddle bench is designed to be stretched out in the direction of travel, on the back of which the passenger sits, holding the saddle bench between both legs in a kind of riding position. In this sitting position, the driving dynamics are also transferred from the passenger carrier to the passenger via the leg position and the clamping between the legs or thighs and the saddle bench. It is also advantageous if the passenger can support themselves at the front on handlebar-like support grips or a grab bar.

The restraint device holds the passenger securely in all driving and movement positions. In the rider-like position on the saddle bench, the passenger can also experience overhead rides in loops or similar. Likewise, negative accelerations can also affect the passenger without compromising safety.

In addition to the restraint device, the invention also relates to a passenger carrier equipped with it as original equipment or retrofitted, and also to the entire amusement device.

It is possible to equip the passenger carrier with several separately arranged individual seats, each with its own saddle bench. This is the more individual construction and experience variant. Alternatively, several seats can be arranged in one or more rows one behind the other, with a continuous saddle bench.

The saddle bench is preferably aligned in the direction of travel, which also corresponds to the driving position and the experience when riding a motorcycle, jet ski or skidoo. To improve the sitting position, the saddle bench can have a hollow-like seat that is deepened and rounded in the longitudinal direction. This improves the guidance as well as the hold and

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increases the feeling of safety for the passenger. It is also beneficial if the back of the saddle bar is positioned at such a height above the floor that the passenger sits with their legs bent, which provides better leg contact with the side walls of the saddle bench and a better clamping of the knees and thighs in special driving dynamics situations, such as tight curves, loops, downhill stretches and the like.

The saddle bench and the all-round restraint device can be used with any type of passenger carrier and amusement device. In the preferred embodiment, the passenger carrier has a housing that accommodates the seats and is designed in the style of an open boat, a jet ski or a skidoo, thus giving the vehicle a corresponding driving feel and experience in terms of its appearance. It is also advantageous if the passenger carrier is able to float. This enables it to be used with an amusement device with water sections. The guidance of the amusement device or ride can be designed in any suitable way. A multi-axis chassis that can take curves is recommended for the passenger carrier, which also enables extremely dynamic course of the route. A chassis that can be detached from and re-engaged from the preferably rail-like guide enables the combination of rail tracks with track sections that have a different guide, e.g. a water channel in which the passenger carrier floats and is guided by side walls, a directed flow or the like.

For the saddle bench and the driving and dynamic feeling it conveys, it is recommended to arrange a lap belt that provides support forwards, upwards and

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at least partially to the side. For safe side and back stabilization, rigid side and back supports can be arranged in the area of the saddle bench, which support the body against strong lateral and rearward centrifugal forces in tight bends or strong acceleration sections. The seat belt also supports and holds the passenger on overhead routes in loops, corkscrews, braking sections or similar highly dynamic driving and movement sections. With this type of restraint device, the passenger still has a lot of freedom of movement, at least in the upper body area, and can react to the driving dynamics, for example by leaning his upper body into the bend.

Further advantageous embodiments of the invention are specified in the subclaims.

The invention is illustrated by way of example and schematically in the drawings. In detail,

Figure 1-3:

Figure 4-6:

Figure 7-9:

Figure 10 and 11:

a passenger carrier with saddle-like seats and all-round restraint device in side view as well as folded top view and front view,

the passenger carrier of Figures 1-3 in different driving situations and different designs of the rail-like guide,

Front views of the passenger carrier in different dynamic positions with loaded and unloaded spring elements,

Details of the chassis of the passenger carrier in side view and top view,

Figure 12 and 13:

Figure 14 and passenger seats with saddle-type seats and restraint device in side view and folded top view

a variant of the passenger carrier from Figure 1-3 with a different seating arrangement in perspective view,

Figure 16 - 18:

a belt buckle with a broken-off seat belt in the opening, closing and locking positions,

Figure 19:

a folded front view of the locking position of Figure 18,

10 Figure 20:

a plan view of the front section of the seat belt in the buckle and

Figure 21 and 22:

the seat belt in top view and folded side view.

The drawings show a detail of an amusement device (1) which is designed as a highly dynamic ride. It consists of a suitable guide (2) which defines the movement path or route and is preferably designed as a single-track or multi-track rail. The guide (2) can otherwise also have any other design and can be designed, for example, from lateral guide walls of a water channel or the like. A directed water flow in a wider channel can also be a guide (2). The amusement device (1) also comprises one or more passenger carriers (4) which are intended for transporting one or more passengers (10). The passenger carriers (4) are guided in a suitable manner on the guide (2), e.g. via a multi-axis, curve-capable chassis (8) which is in positive engagement with the rail (2).

The individual passenger carrier (4) consists of a chassis (6) with the undercarriage (8). The passenger carrier (4) also comprises a housing (7) placed on the chassis (6). The housing (7) or the body of the passenger carrier (4) are connected to the chassis (6) in the manner described in more detail below via spring elements (21) that preferably act on multiple sides. In the preferred embodiment shown in the drawings, the housing (7) has the shape of an open boat or an enlarged jet ski (so-called personal watercraft) or skidoo (so-called snowmobile). The housing (7) is preferably designed as a sealed hollow body and can make the passenger carrier (5) floatable. The housing (7) has a shell-shaped, raised front section and lowered side skirts. The housing shapes are streamlined like a ship's hull.

The passenger carrier (4) can be moved on or at the guide (2) in any suitable manner. The passenger carrier (4) can be driven by gravity in the manner of a roller coaster, whereby it is first dragged over a climbing section to the highest point of the track and then moves downwards under gravity. Alternatively, it can also be set in motion by an external drive, e.g. via a catapult drive that shoots the passenger carrier (4) and provides the initial kinetic energy. In a further variant, the passenger carrier (4) can have its own integrated drive that is supplied with drive energy via sliding contacts or the like. The various drive variants can also be combined with one another. The track is preferably designed to be highly dynamic and includes climbing and descending sections, curve sections with one- or multi-dimensional curvature, overhead tracks, e.g. loops, corkscrews or the like.

The passenger carrier (4) has one or more seats (9) for the passengers. These preferably each have a saddle-like and preferably bench-shaped seat

(11) and are equipped with a restraint device (5) that works on all sides. Each seat (9) preferably has its own restraint device (5). In the embodiment shown in Figures 1-3, the passenger carrier (4) has eight seats (9), which are arranged one behind the other in two parallel rows of four seats. In this design variant, two continuous saddle benches (11) can be present. In the design variant shown in Figures 14 and 15, the passenger carrier (4) has eight seats (9), each of which is designed as an individual seat and is arranged separately from one another. In this case, the seats (9) are also arranged one behind the other in a ramp-like manner. Each seat (9) has its own saddle bench (11).

Figures 12 and 13 illustrate the shape of the individual saddle benches (11) in a side view and a top view. The saddle bench (11) preferably extends in the direction of travel (3) and preferably extends over the entire length of the seat (9). In the direction of travel (3) it preferably has a raised crutch (12) in the front area, which then descends towards the rear to form a seat surface (13) that is deepened and rounded in the longitudinal direction. In cross section, the saddle bench (11) has a hump-like shape that tapers upwards in a truncated cone and preferably has a flat or convexly rounded top with padding (46) that forms the seat surface (13). The transitions to the side surfaces are rounded. Figure 9 shows this cross-sectional design.

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The passenger (10) assumes a riding position on the seat (13) of the saddle bench (11), placing the saddle bench (11) between his legs in the area of the seat (13) and the adjacent bench back (12).

The saddle bench (11) with its seat (13) is preferably arranged at such a height above the corresponding floor (18) of the housing (7) that a sitting position with bent legs results for people of normal height. The passenger (10) can therefore place their knees and lower legs and sometimes also their thighs on the side of the bench back (12). In the area of the seat (13), the saddle bench (11) can have lateral indentations. The sitting position is similar to that of a motorcyclist. At each of the individual seats (9), a support device is arranged in front of the passenger (10), which preferably consists of handlebar-like support grips (17) that resemble the handlebars of a motorcycle and have individual grips for the hands. Alternatively, a continuous support bar can also be provided.

The seat surface (13) ends in a rising rigid backrest (14) or backrest, at the upper end of which the handlebar-like support handles (17) and their center console are located on the middle seats (9). The support handles (17) are missing on the rear seats (9), and the backrest is correspondingly higher. From the backrest (14) there are bow-shaped rigid side supports (15) on both sides, which surround the passenger's upper body around the hip area and provide lateral support. The backrest (14) reaches to about half the height of the upper body of a normal-sized person and provides back support and guidance. The backrest (14) and the side supports

(15) are padded and preferably connected to the saddle bench (11) to form a stable structural unit, but can alternatively also be arranged independently on the housing (7).

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be.

In addition to the back support (14) and the side supports (15), the restraint device (5) comprises a safety belt (16) which extends at least over the pelvic area of the passenger (10) and which is designed as an adjustable lap belt. Alternatively, a multi-point belt, e.g. a three-point belt or a harness belt, is also possible. On one side of the saddle bench

(11) is a stationary connection (24) for the safety belt (16). On the other side there is a belt buckle (29) on the housing (7), into which the safety belt (16) is inserted more or less deeply depending on the height of the passenger (10).

The restraint device (5) holds the body of the passenger (10) firmly in all directions, even in highly dynamic driving situations. The body is guided primarily in the hip area and in the lower part of the upper body, with the sitting position astride the saddle bench (11) providing additional lateral stabilization against centrifugal forces when cornering and other forces. The safety belt (16) in conjunction with the form-fitting body guidance in the seat (13) holds the passenger (10) firmly and safely, even when driving overhead. With this type of restraint device (5), the passenger (10) can move his upper body largely freely and can also lean more or less far forward and support himself on the handlebars (17). The handlebar-like support handles (17) are preferably rigidly attached to the housing (7) or the backrest (4), but can alternatively also have a certain degree of mobility, in particular rotational mobility.

Details of the passenger carrier (4) and its chassis (6) are shown in more detail in Figures 4 to 11. As Figures 4 and 5 show, the guide (2) can be moved in or out.

have multi-axis curvatures. The chassis (6) is accordingly designed to be able to negotiate curves. In the preferred embodiment shown, it has a multi-axis movable chassis (8) which is in positive engagement with the guide (2) on three sides and holds the passenger carrier (4) securely even during overhead travel as shown in Figure 6. The chassis (8) can alternatively also be designed in such a way that it can detach from the guide (2) when required and then re-engage with the guide (2) if necessary. Such a design allows the rail track to be interrupted, for example by a water channel in which the passenger carrier (4) floats and moves forward using suitable kinetic energy due to its own momentum and/or the flow energy of the water or via an internal or external drive. At the end of the water track, the passenger carrier (4) can then re-engage the rail guide (2).

Figures 10 and 11 show details of the chassis (6). In the embodiment shown, the chassis (6) consists of a central longitudinal beam (19) which carries transverse travel axes (44, 45) at both ends, at each of whose ends a chassis group (22) is mounted in a multi-axis articulated manner. The movement axes of the chassis groups (22) run lengthwise and at right angles to the travel axes (44, 45), intersecting in the middle at the associated rail tube. The chassis group (22) comprises three pairs of rollers which are connected to the top, outside and bottom of the individual rail tubes.

At least one of the two driving axles (44, 45) can be movably mounted on the longitudinal beam (19). In the embodiment shown, the rear driving axle (44) can rotate around the central axis of the longitudinal beam (19). Due to the individual and multi-axis movable suspension of the

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Thanks to the independently movable chassis groups (22) and the movable travel axle (44), the chassis (6) or the chassis (8) can follow any rail shape and curvature and also cantilevered curves or spiral-shaped rail windings in corkscrews or the like without constraint.

The housing (7) or the body of the passenger carrier (4) is mounted on the longitudinal member (19). Several spring elements (21) are arranged between the longitudinal member (19) and the housing underbody, which cushion and, if necessary, also dampen the body movements during travel. The spring elements (21) preferably act on both sides, so that they cushion the upward and downward movements of the housing (7).

The spring elements (21) are designed, for example, as wire rope springs (47) or as air bellows (48) in conjunction with a corresponding guide.

Figures 4 to 6 show the variant with wire rope springs (47), which can be designed, for example, according to EP-A-I 122 458. The wire rope springs (47) have horizontal wire rope windings that are mounted on the top and bottom in a longitudinal holding block, via which the wire rope springs (47) are also connected to the longitudinal member (19) and the body (7). The wire rope springs (47) act on both sides and cushion and dampen the lifting and lowering movement of the body (7) relative to the chassis (6).

Figures 10 and 11 show the other variant with the air bellows (48). The longitudinal beam (19) between the front and rear chassis groups (22) has two rows of five air bellows (48) each, which are arranged one behind the other at a distance from each other. Figures 10 and 11 show a bellows arrangement on both sides.

in which the lifting and lowering movement of the body (7) relative to the chassis (6) is sprung and dampened.

As Figures 10 and 11 show, cross wings (20) in the form of retaining plates are arranged on the central longitudinal member (19) on both sides. The air bellows (48) are attached to the cross wings (20). Two rows of three air bellows (48) each are arranged between the top of the cross wings (20) and the bottom of the body (7). These air bellows (48) are slightly larger than the others and cushion the lowering movement of the body (7). Between these larger air bellows (48) arranged at an axial distance, four smaller air bellows (48) are arranged in two rows, which are attached to the bottom of their cross wings (20). The connection to the body (7) is made via a counterholder which surrounds the bellows arrangement on the outside and is connected to the bottom of these smaller air bellows (48) via a cross plate. The smaller air bellows (48) are compressed when the body (7) lifts off the chassis (6). These smaller air bellows (48) are also effective when travelling overhead and in other hanging positions. The bellows arrangements (48) are also provided with suitable guides which provide the required transverse stability and which also limit the upward and downward stroke.

The wire rope springs (47) are attached in a corresponding manner to the transverse wings (20) of the longitudinal beam (19), whereby six wire rope springs (47) mounted on the upper side of the wings are sufficient because of the two-sided effect. The wire rope springs (47) are aligned transversely to the direction of travel (3) in Figures 4 to 6. Alternatively, they can also be aligned lengthways.

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Fig. 7 and 8 show the chassis (6) and the running gear (8) from the front. In Figure 7, the housing (7) is sprung onto the chassis (6), with the spring elements (21) compressed. This dampens shocks in the course of the rails and also transitions between downhill and uphill sections. Figure 8 shows the housing (7) in the extended position with the spring elements (21) relaxed. Figure 9 shows the ability of the passenger carrier (4) and its chassis (6) or running gear (8) to negotiate curves, which allows large heeling angles α. In the case of such heeling and curve transitions, the spring elements (21) are also loaded and unloaded accordingly. Figure 9 shows a driving situation in which the two rear running gear groups

(22) are located with their rotated travel axis (44) in a laterally elevated sliding area, e.g. at the end of a curve. The two front chassis groups (22) are already engaged with a horizontal rail area in which both rail tubes are at the same height.

Figures 16 to 22 show further details of the seat belt (16). For reasons of safety and redundancy, this preferably consists of two or more tensile support belts (25), which can be single-layered or multi-layered and which are flexible. In the middle belt area there is a soft protective pad for elastic body contact, which is designed, for example, as a foam pad. At one end, the seat belt (16) has a suitable fitting (43) for mounting on the housing-fixed connection (24). The support belts (25) are separate and independently attached to a common fitting (43) or, alternatively, each have their own fitting. At the other end, the support belts (25) each merge into a flexible and also tensile belt tongue (27), which is provided on at least one side with suitable retaining elements (28), e.g.

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a transverse toothing. The retaining elements (28) engage with the belt buckle (29) and ensure that the seat belt (16) is locked in the desired and safe tensioning position on the body of the passenger (10).

The two flexible belt tongues (27) are arranged at a distance and parallel to each other and can be of different lengths. They engage separately with the belt buckle (29), which has two parallel receiving channels (30) for this purpose.

The belt buckle (29) has a locking element (31) for each belt tongue (27), e.g. a pivoting latch that can engage with the teeth (28). The latch (31) is acted upon on the back via a projection (33) by a locking spring (32) that is supported on the housing of the belt buckle (29) and moves the latch (31) into the engaged position toward the teeth (28).

The belt buckle (29) also has a release (34) with a protruding push button (35) and a pivoting spring-loaded plate (36) which can be operated by the passenger (10) to get in and out and to release the seat belt (16). Figure 16 shows the release position of the belt buckle (29), which allows the belt tongue (27) to be freely pushed in and pulled out in both directions. The push button (35) is arranged on the plate (36), which is pivotally mounted inside the housing via a rear pivot bearing (38) and is acted upon there by a return spring (39). On the front edge, the plate (36) has a point- or strip-shaped sliding nose (37) bent downwards. On the underside, the plate (36) has a projection which is arranged above the locking spring (32) and can press on the attachment (33) from above.

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In the unlocking position shown in Figure 16, the depressed push button (35) moves the latch (31) against the force of the locking spring (32) into the release position and releases the safety belt (16).

The teeth (28) are preferably designed as saw teeth with different pitch angles. After getting in, the passenger (10) guides the flexible belt tongues (27) into the receiving channels (30), whereby the inclined latch (31) ratchets over the flatter front edges of the teeth (28). The belt tongues (27) can thus be pushed into the belt buckle as far as necessary, whereby the safety belt (16) is pulled tightly against the passenger's body.

(10) is applied. In this freewheeling position, the push button (35) with the plate (36) has been pivoted upwards into the starting position by the return spring (39) and is out of contact with the projection (33) of the latch (31). The locking spring (32) can thereby bring the latch (31) into engagement with the steeper flanks of the rear toothing (28) and prevent the inserted belt tongues (27) from being pulled back.

Figure 18 shows the locking position of the safety belt (16) which is adopted during the journey. The passenger carrier (4) has a locking device (40) which can be controlled automatically by the system (1) or manually by the operator and which consists, for example, of a Bowden cable (41) or another suitable actuating element which is actuated before the start of the journey. The actuating element (41) acts on a pivoting latch (42) which is rotated to lock the trigger (34) and presses the sliding lug (37) from below, thus preventing the trigger (34) from being lowered. At the end of the journey, the actuating element (41) is retracted again, whereby the latch (42) comes out of engagement with the sliding lug (37) and the

release (34). Figures 16 and 17 show this release position.

The previously described parts of the belt buckle (29) are each present in duplicate and are provided and arranged separately for each of the two belt zones (27). The arrangement is designed for redundancy so that if the locking and latching mechanism on one belt tongue (27) fails, the arrangement on the other belt tongue is still functional.

The embodiments shown can be modified in various ways. The design and arrangement of the belt buckle (29) can be modified. Furthermore, the carrier belt (25) and the belt tongues (27) can be present only once or alternatively three or more times. The type and design of the belt attachment to the belt buckle (29) can also be changed by using an arrangement similar to that in cars with a belt winding mechanism that can be tightened and locked by remote control or another belt length change and a snap attachment to the belt buckle.

The design of the passenger carrier (4) and its housing (7) can vary. The same applies to the number, size, arrangement and design of the seats (11). The latter can alternatively be designed as conventional bucket seats or benches aligned transversely to the direction of travel. The shape of the chassis (6) and the running gear (8) is also variable. The passenger carrier (4) can, for example, be designed like a sledge and be provided with runners with which it slides along a suitable guide track and can also float in water-bearing areas if necessary. Such a design is suitable, for example, for a so-called water slide system. The drive can be

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e.g. be formed by a drag chain that engages with a corresponding hook or another driver on the underside of the passenger carrier (4). The passenger carrier (4) can also be connected to its guide (2) rigidly or via single- or multi-axis movable bearings and be designed like a carousel. The preferred embodiment is, however, the variant of the highly dynamic ride shown in the drawings with a closed ring-shaped movement path.

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- 20 REFERENCE SYMBOL LIST

1 amusement device, ride 2 Guide, rail 3 Direction of travel 4 Passenger carrier, vehicle 5 Restraint device 6 chassis 7 Housing, body 8th landing gear 9 Seat 10 passenger 11 Seat, saddle bench 12 Bench back 13 Seat 14 Backrest, backrest 15 Side support, grab bar 16 Seat belt 17 Support handle, support bar 18 Floor 19 Longitudinal beam 20 Cross wing 21 Spring element 22 Chassis group 23 Counterholder 24 Connection 25 Carrier strap 26 Protective pad 27 flexible belt tongue 28 Retaining element, toothing 29 Belt buckle 30 Recording channel 31 Locking element, latch 32 Locking spring 33 Approach 34 trigger 35 Push button ··..· &iacgr;... .&iacgr;.. ·..· .&iacgr;. .:....·'" ^:: .. ^: .:*. '·"'· :

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36 Plate

37 Sliding nose

38 pivot bearings

39 Return spring

40 Locking device

41 Actuator, Bowden cable

42 bars

43 Fitting

44 Rear axle 45 Front axle

46 Upholstery

47 Wire rope spring

48 Air bellows

Claims (25)

1. Restraint device for passenger carriers ( 4 ) of amusement devices ( 1 ), characterized in that the restraint device ( 5 ) has a back support ( 14 ) and side supports ( 15 ) on both sides for the body of the passenger ( 10 ) and at least one safety belt ( 16 ). 2. Restraint device according to claim 1, characterized in that the safety belt ( 16 ) is designed as an adjustable lap belt. 3. Restraint device according to claim 1 or 2, characterized in that the safety belt ( 16 ) has a belt buckle ( 29 ) with a remote-controllable locking device ( 40 ). 4. Restraint device according to claim 1, 2 or 3, characterized in that the safety belt ( 16 ) has at least two parallel tensile support belts ( 25 ) with independent fastening. 5. Restraint device according to one of the preceding claims, characterized in that the safety belt ( 16 ) has at least two belt tongues ( 27 ) with positive-locking retaining elements ( 28 ), preferably a toothing, on at least one tongue side. 6. Restraint device according to one of the preceding claims, characterized in that the safety belt ( 16 ) has a soft protective pad ( 26 ). 7. Restraint device according to one of the preceding claims, characterized in that the belt buckle ( 29 ) has a pivotable and spring-loaded locking element ( 31 ), preferably a latch, and a lockable trigger ( 34 ) for each belt tongue ( 27 ). 8. Restraint device according to one of the preceding claims, characterized in that the back support ( 14 ) and the side supports ( 15 ) are connected to form a structural unit. 9. Restraint device according to one of the preceding claims, characterized in that the back support ( 14 ) and the side supports ( 15 ) are integrally formed on a seat ( 11 ). 10. Passenger carrier with restraint device according to one of the preceding claims, characterized in that the seat ( 9 ) has a saddle-like seat ( 11 ). 11. Passenger carrier according to one of the preceding claims, characterized in that the seat ( 11 ) is designed as a saddle bench aligned and extending in the direction of travel ( 3 ). 12. Passenger carrier according to one of the preceding claims, characterized in that the passenger carrier ( 4 ) has several seats ( 9 ) which are arranged separately as individual seats. 13. Passenger carrier according to one of the preceding claims, characterized in that the passenger carrier ( 4 ) has a plurality of seats ( 9 ) which are arranged in one or more rows one behind the other and have a continuous saddle bench ( 11 ). 14. Passenger carrier according to one of the preceding claims, characterized in that the seat ( 11 ) has a seat surface ( 13 ) which is recessed in the longitudinal direction like a trough. 15. Passenger carrier according to one of the preceding claims, characterized in that the seat ( 11 ) has in cross section an upwardly tapered hump-like shape with a flat or convexly rounded upper side. 16. Passenger carrier according to one of the preceding claims, characterized in that the seat surface ( 13 ) is rounded laterally and that the seat ( 11 ) has lateral indentations. 17. Passenger carrier according to one of the preceding claims, characterized in that a raised bench back ( 12 ) is arranged in the direction of travel ( 3 ) in front of the seat surface ( 13 ) in the leg area of the passenger ( 10 ). 18. Passenger carrier according to one of the preceding claims, characterized in that the seat ( 11 ) has a height above the associated floor ( 18 ) which is suitable for a sitting position with bent legs. 19. Passenger carrier according to one of the preceding claims, characterized in that handlebar-like support handles ( 17 ) are arranged on the seat ( 9 ) in front of the passenger ( 10 ). 20. Passenger carrier according to one of the preceding claims, characterized in that the passenger carrier ( 4 ) has a housing ( 7 ) accommodating the seats ( 9 ), which is designed in the manner of an open boat, a jet ski or a skidoo. 21. Passenger carrier according to one of the preceding claims, characterized in that the passenger carrier ( 4 ) is buoyant. 22. Passenger carrier according to one of the preceding claims, characterized in that the passenger carrier ( 4 ) has a multi-axis curve-capable chassis ( 8 ). 23. Passenger carrier according to one of the preceding claims, characterized in that the passenger carrier ( 4 ) has a chassis ( 8 ) which can be detached from the guide ( 2 ) and re-engaged. 24. Passenger carrier according to one of the preceding claims, characterized in that the passenger carrier ( 4 ) has one or more spring elements ( 21 ) between the chassis ( 6 ) and the housing ( 7 ). 25. Passenger carrier according to claim 24, characterized in that spring elements ( 21 ) acting on both sides are provided for the lifting and lowering movements of the housing ( 7 ).