Track section for a ride, method for traveling over a track section, and ride

Abstract

A track section for a ride having a vehicle, divided into a first block segment and a second block segment. The first block segment has a first high point and ends at a second high point. The second block segment begins at the second high point. A first linear drive is situated before the first high point, and a second linear drive is situated between the first high point and the second high point. The positions of the high points relative to one another and the design of the linear drives are coordinated so the vehicle can be brought to a standstill in the first block segment if entry into the second block segment is not enabled. A method for traveling over the track section is provided, wherein a change in direction of travel of the vehicle is produced if the second block segment is not enabled for entry.

Claims

1. A method for traveling over a track section with a vehicle, the method comprising: accelerating the vehicle by means of a first linear drive in order to overcome a first high point; accelerating the vehicle by activating a drive function of a second linear drive in order to overcome a second high point, and entering into a second block segment when the second block segment is enabled; and producing a change in the direction of travel of the vehicle on a second hill segment by deactivating or maintaining deactivation of the drive mode of the second linear drive if the second block segment is not enabled for entry; wherein the track section comprises at least one track for a rail-borne ride which has at least one vehicle, wherein the track section is divided into a first block segment and the second block segment, the first block segment having a first hill segment with the first high point and the second hill segment with the second high point, and ending at the second high point, wherein the second block segment begins at the second high point and has any arbitrary track course, wherein the first block segment comprises the first linear drive situated before the first high point in the direction of travel, and the second linear drive situated between the first high point and the second high point, wherein the track section comprises a control device configured to control the travel course of the at least one vehicle and to enable the individual vehicles entry into the next block segment, provided that said next block segment is not blocked, wherein the positions of the first and second high points relative to one another and the design of the linear drives with regard to their braking power are coordinated with one another in such a way that the first and second linear drives are configured to bring the vehicle to a standstill in the first block segment if entry into the second block segment is not enabled by the control device.

2. The method according to claim 1, wherein the positions of the first and second high points relative to one another and the design of the linear drives with regard to their braking power are coordinated with one another in such a way that the vehicle is brought to a standstill in the area between the first and second high points of the first block segment if entry into the second block segment is not enabled.

3. The method according to claim 1, wherein the positions of the first and second high points are coordinated with one another in such a way that the vehicle is brought to a standstill in the area between the first and the second high points of the first block segment if entry into the second block segment is not enabled.

4. The method according to claim 1, wherein the positions of the first and second high points relative to one another and the design of the linear drives with regard to their braking power are coordinated with one another in such a way that the vehicle is brought to a standstill in the area before the first high point in the first block segment if entry into the second block segment is not enabled.

5. The method according to claim 1, wherein the positions of the first and second high points and the braking effect of the second linear drive are coordinated with one another in such a way that the vehicle is configured to swing between the first and the second high points in order to dissipate its kinetic energy.

6. The method according to claim 1, wherein the positions of the first and second high points are coordinated with one another in such a way that the vehicle is configured to swing freely between the first and the second high point in order to dissipate its kinetic energy.

7. The method according to claim 1, wherein the drive power of the second linear drive is coordinated with the position of the second high point in such a way that the second linear drive is configured to accelerate a vehicle from a standstill in such a way that the vehicle is able to travel into the second block segment by overcoming the second high point.

8. The method according to claim 1, wherein maximum height of the first high point is the same as maximum height of the second high point.

9. The method according to claim 1, wherein if entry into the second block segment is not enabled, after undergoing a change in the direction of travel on the second hill segment, decelerating the vehicle to a standstill in the first block segment by swinging the vehicle between the first and second high points or by the first linear drive.

10. The method according to claim 9, further comprising transferring at least one of the two linear drives into a braking mode, if entry into the second block segment is not enabled, to bring the vehicle to a standstill within the first block segment.

11. The method according to claim 1, wherein the ride further comprises a measuring device in operative connection with the control device, wherein the measuring device is configured to evaluate the behavior of one or more of the passengers of the vehicle and the spectators.

12. The method according to claim 11, wherein the measuring device has at least one of a sound level meter, a light meter, a motion measuring device, and a similar device.

13. The method according to claim 11 wherein the measuring device is situated in the area of the track section, but outside the at least one vehicle.

14. The method according to claim 11, wherein the measuring device is situated on the vehicle.

15. The method according to claim 11, wherein the control device is configured to enable entry into the second block segment in an automated manner after a safety query when the second block segment is freely passable and at least one measured value determined by the measuring device is present, and wherein the measured value exceeds at least one limiting value stored beforehand in the control device.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The invention is explained in greater detail below with reference to one exemplary embodiment shown in greater detail in the drawings, which show the following in a schematic manner:

(2) FIG. 1 shows a side view of a track section according to the invention; and

(3) FIG. 2 shows a top view of a ride having a track section according to the invention.

DETAILED DESCRIPTION OF THE DRAWINGS

(4) FIG. 1 shows a track section 1 of a rail-borne ride having two hill segments 3, 5. Each of the hill segments 3, 5 is bell-shaped and has an absolute high point 4, 6, respectively. Thus, in this exemplary embodiment a so-called camel back is shown as the track element; other track elements, for example with a loop, are likewise possible. The track section 1 is divided into two block segments BA1, BA2, the first block segment ending at the second high point 5, and the second block segment BA2 beginning at the second high point. However, the block segments BA1 and BA2 may also overlap. The block segments BA1, BA2 are safety-relevant, in that entry of a vehicle 2 into a subsequent block segment is prevented if that block segment is blocked. This may be caused, for example, by a second vehicle 2, or also by objects or persons present on the track. In this exemplary embodiment, this means that the vehicle 2 cannot leave the first block segment BA1, and thus travel into the second block segment BA2, until enabling for entry into the second block segment BA2 has been granted.

(5) In addition, the track section has two linear drives 7, 8 which are able to accelerate or decelerate the vehicle 2 which is present on the track, or also which have no effect on the vehicle 2 at all. In this exemplary embodiment, linear motors, in particular LSMs, are used as the linear drive, although it is also possible to use, for example, LIMs or friction wheels or the like. The braking effect of a linear motor is produced by a short circuit in the linear motor.

(6) The first linear motor 7 is situated before the first hill segment 3, viewed in the direction of travel FR. The second linear motor 8 is situated between the first hill segment 3 and the second hill segment 5, viewed in the direction of travel FR, and is therefore situated between the first high point 4 and the second high point 5. The vehicle 2 may be accelerated by means of the first linear motor 7 in such a way that the kinetic energy is sufficient to overcome the first hill segment 3. For this purpose, it is sufficient for the vehicle 2 to be accelerated in such a way that it travels only just past the first high point 4.

(7) The vehicle 2 may then be accelerated by means of the second linear motor 8 in such a way that the kinetic energy once again is just sufficient to overcome the second, higher hill segment 5 or the second high point 6 situated at a higher level, and thus to travel into the second block segment BA2. In this example, the differing power of the two drives 7 and 8 is indicated in the drawing by the different lengths of the drives.

(8) A travel situation is now described below in which enabling for entry of the vehicle 2 into the second block segment BA2 is granted.

(9) The vehicle 2 is accelerated at the first linear motor 7, viewed in the direction of travel FR, and begins to travel up the hill segment 3. The acceleration energy supplied to the vehicle 2 is selected in such a way that, for example, the vehicle 2 is almost at a standstill at the first high point 4 before the rapid descent from the first hill segment 3 takes place, the residual speed being sufficiently great at the high point 4.

(10) The vehicle 2 is thus re-accelerated by the force of gravity and travels in the direction of the second hill segment 5. The vehicle 2 is further accelerated when it passes the second linear motor 8, so that the acceleration energy of the vehicle 2 is sufficient to overcome the second hill segment 5 in order to travel into the second block segment 2 [sic; BA2]. In this regard, for increasing the thrill factor for the passengers it may also be practical for the acceleration energy that is supplied to the vehicle 2 by the second linear motor 8 to be selected in such a way that the vehicle 2 almost comes to a standstill at the second high point 6 before a rapid descent likewise once again takes place. Here as well, however, the residual speed of the vehicle 2 naturally must not be too low.

(11) If the vehicle 2 is not enabled for entry into the second block segment BA2, it must be brought to a standstill in the first block segment BA1. According to the invention, for this purpose there are various options, described below. All options share the common feature that a decision concerning enabling the second block segment BA2 is to be made no later than just before the vehicle 2 passes the second linear motor 8. The decision concerning enabling entry into the second block segment BA2 may thus be made within an interactive decision section IE. In addition, all options share the common feature that the travel course of the vehicle is achieved by targeted coordination of the positions of the high points 4, 6 and optionally also by taking the acceleration power and braking power of the linear motors 7, 8 into account.

(12) The travel situation up to the point of passing the second linear motor 8 is thus identical to a travel situation in which entry into the second block segment BA2 has been enabled.

(13) Option 1

(14) The vehicle 2 is not accelerated, or is only slightly accelerated, when passing the second linear motor 8, so that the vehicle is not able to overcome the second hill segment 5. The vehicle 2 thus comes to a standstill on the second hill segment 5 before the second high point 6, viewed in the direction of travel FR, before it changes its direction of travel due to the force of gravity which acts on it, and travels backwards in the direction of the first high point 4.

(15) When it now passes the second linear motor 8, the vehicle 2 may be either decelerated or accelerated, as necessary, at the second linear motor 8. In the latter case, this may take place in such a way that the vehicle overcomes the first hill segment 3, and after passing the first high point 4 travels backwards downhill in the direction of the first linear motor 7. When it passes the first linear motor 7, however, the vehicle 2 is now decelerated by same in such a way that the vehicle is still safely brought to a standstill within the first block segment BA1, which begins before the first linear motor 7.

(16) If the second block segment BA2 is subsequently enabled for entry, the vehicle 2 is accelerated by the first linear motor 7 in such a way that it is able to overcome the first hill segment 3 and continue a normal travel situation as described above.

(17) Option 2

(18) The vehicle 2 is not accelerated, or is only slightly accelerated, when passing the second linear motor 8, so that it is not able to overcome the second hill segment 5. The vehicle 2 thus comes to a standstill on the second hill segment 5 before the second high point 6, viewed in the direction of travel FR, before it changes its direction of travel due to the force of gravity which acts on it, and is accelerated in the direction of the first high point 4.

(19) When it now passes the second linear motor 8, the vehicle 2 may be either decelerated or accelerated, as necessary, at the second linear motor 8, so that it is not quite able to overcome the first hill segment 3 and briefly comes to a standstill behind the first high point 4 on the first hill segment 3, viewed in the normal direction of travel FR. The vehicle 2 subsequently changes its direction of travel once again, and is accelerated in the direction of the second linear motor 8 by the force of gravity. As soon as the vehicle 2 passes the second linear motor 8, it may be either decelerated to a standstill or re-accelerated, for example to initiate a pendulum motion of the vehicle 2 between the two high points 4, 6. In this case, the vehicle 2 swings back and forth in the pendulum area PB, and may possibly even be kept in this pendulum motion in the pendulum area PB by an appropriately metered acceleration action by the second linear motor 8.

(20) Alternatively, for an appropriate position of the high points, the vehicle 2 may possibly not be accelerated or decelerated at all by the second linear motor 8, so that it freely completes a pendulum motion in the pendulum area PB between the two high points 4, 6 before it eventually comes to a standstill in the area of the second linear motor 8.

(21) If the second block segment BA2 is subsequently enabled for entry, the vehicle 2 is accelerated from a standstill by the appropriately dimensioned second linear motor 8 in such a way that it is able to overcome the second hill segment 5 and continue a normal travel situation as described above.

(22) Option 3

(23) Option 3, of bringing the vehicle 2 to a standstill in the area of the first block segment BA1, essentially corresponds to option 2. In contrast to option 2, however, after the first change in the direction of travel on the second hill segment 5 and subsequently passing the second linear motor 8, the vehicle is decelerated to a complete standstill by the second linear motor 8.

(24) If the second block segment BA2 is subsequently enabled for entry, the vehicle 2 is accelerated by the second linear motor 8 in such a way that it is able to overcome the second hill segment 5 and continue a normal travel situation as described above.

(25) Option 4

(26) As option 4, after it has overcome the first high point 4, the vehicle 2 may be completely decelerated by the second linear motor 8 when passing same, so that it comes to a standstill in the area of the second linear motor 8.

(27) If the second block segment BA2 is subsequently enabled for entry, the vehicle 2 is accelerated by the second linear motor 8 in such a way that it is able to overcome the second hill segment 5 and continue a normal travel situation as described above.

(28) FIG. 2 shows a top view of a ride 12, having a track section 1 according to the invention and a ride station 11 with a ride station brake 13. In this exemplary embodiment, the overall track is divided into three block segments BA0, BA1, and BA2. The block segment BA0 begins behind the ride station brake 13 and in front of the ride station 11, and ends just behind the ride station 11, viewed in the direction of travel FR. The first block segment BA1 also begins here, and ends at the second high point 6. The second block segment BA2 begins at the second high point 6 and ends between the ride station brake 13 and the ride station 11.

(29) In addition, in this exemplary embodiment two vehicles 2 are present on the track. The ride 12 also has a measuring device. The measuring device is in operative connection with a control device 20 of the ride (not illustrated in greater detail). The control device monitors the travel situation of the vehicles 2, and grants enabling of the individual vehicles 2 for entry into the next block segment, provided that it is not blocked.

(30) In the exemplary embodiment shown here, the measuring device is situated along the track and not on the vehicle 2 in order to keep the vehicles lightweight. Alternatively or additionally, however, the measuring device may be situated on the vehicle. The measuring device has a first measuring point 9 and a second measuring point 10. For example, the sound level of the passengers of the vehicle 2 may be measured at the first measuring point 9, which is situated at the first high point 4. When the passengers produce an appropriately high sound level, the measuring device may deliver a corresponding signal to the control device 20. The control device 20 then ensures that the vehicle 2 is not able to travel into the second block segment BA2, but instead undergoes a pendulum motion in the pendulum area PB.

(31) In the present case, the second measuring point 10 is situated within the interactive decision section IE, just before the second linear motor 8, viewed in the direction of travel FR, and may likewise be a sound level meter. The sound level meter measures the sound level produced by the passengers of the vehicle 2. When the sound level is appropriately high, the measuring device may deliver a signal to the controller to maintain the vehicle 2 in a pendulum motion in the pendulum area PB.

(32) The passengers of the vehicle 2 may thus actively influence the travel situation by their behavior, which greatly increases the enjoyment factor and entertainment, and thus the appeal, of the ride according to the invention.

(33) Alternatively, it is conceivable for the sound level not to be measured, but instead, for some other behavior to be detected, such as movements of the passengers of the vehicle 2, for example waving motions of the arms.

(34) It is also conceivable that the passengers of the vehicle 2 do not influence the travel situation by their behavior, but instead, that the behavior of spectators located outside the ride, such as movements or sound levels, etc., is detected in order to change the motion of the vehicle 2 in a targeted manner. Thus, the spectators may be equipped with light guns, for example, which are then shot onto appropriate reflectors on the vehicle 2. As soon as a spectator has hit a target, the travel situation of the vehicle 2 is changed; for example, it is decelerated and/or set into a pendulum motion in the pendulum area PB.

(35) It will be understood by those of ordinary skill in the art that various changes may be made and equivalents may be substituted for elements without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular feature or material to the teachings of the invention without departing from the scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiments disclosed, but that the invention will include all embodiments falling within the scope of the claims.

LIST OF REFERENCE CHARACTERS

(36) 1 Track section 2 Vehicle 3 First hill segment 4 First high point 5 Second hill segment 6 Second high point 7 First linear drive 8 Second linear drive 9 First measuring point 10 Second measuring point 11 Ride station 12 Ride 13 Ride station brake BA0 Block segment BA1 First block segment BA2 Second block segment IE Interactive decision section PB Pendulum area FR Direction of travel