EP1579897A1 - Amusement ride with gravity driven vehicles and method for controlling operation of said amusement ride - Google Patents

Abstract

The monorail rollercoaster system has a low level station (3) which may accommodate several wagons (2). An elevator (4) may lift wagons to a high-level starting point (5) for a track (1) which preferably slopes downhill all the way to the finishing point. The track may have curves, and even short uphill sections over which the wagons may coast. The wagons can arrive back at the low-level station. A control circuit on each wagon has a computer, radio router and a transmit/receive antenna (9) communicating with an antenna (10) at a central station with a computer and radio router. There are switching elements (6) at intervals along the track controlling spacing of wagons.

Description

The invention relates to a train, in particular amusement ride, with a route, which is divided into sections, with vehicles, at least in sections only by gravity driven to move along the route, with a central Control and switch elements to switch the position of the Vehicles to determine the route, with the switch with connected to the central control.

The invention further relates to a method for controlling the Moving at least one vehicle along one in sections subdivided route, in particular an amusement device, in which the vehicles at least partially exclusively be driven by gravity, in which by means of at least a switching element and at least one switch detected In which section of the route the vehicle is straight and in which a corresponding information to a central Control is sent.

Such amusement tracks and method for controlling the operation and in particular for monitoring security functions and for Any braking of the vehicles are known in the art. Here are located on the train switches or sensors, the when passing the vehicle a signal to the central control Report. This allows the central controller to detect which one Section of the train is occupied by a vehicle and which section free is. The sensors or switches are with the central control permanently wired and on the vehicles are switching elements, which press the switches. The switches must by means of decentralized peripherals are wired with or in terminal boxes, what Heating is required if the train is also at temperatures to be operated at or below 0 ° C. There is also the danger condensation, which must be prevented by special measures. Due to the long wiring, the data transfer rate of the switches to the central control with the length very strong, resulting in long reaction times.

In the case of a hazard, e.g. two vehicles too far apart The vehicles can only approach by operating safety brakes be stopped on the track. If a section change has taken place, and the following section is not free, Therefore, the central control system can only close the vehicle by closing the vehicle Stop safety brakes on the track. The central control ensures through appropriate start-up times that the Vehicles on the track have a sufficiently large distance, and can not "catch up".

Since there are many safety-relevant parts on the track (Wiring, switches, brakes, etc.) is also a significant Risk of intentional or unintentional damage, which increases the risk of accidents.

The invention is therefore the object of the safety and security Controllability of the vehicles that move along the track, too improve.

This problem is solved with a device with the features of claim 1.

This object is further achieved with a method having the features of claim 13 solved.

In the invention, apart from the switching elements all relocated safety-relevant parts from the railway to the vehicles, and equipped the vehicles with controls so that they e.g. in the event of a failure or a fault in the communication with the central control, selbstätig and any time an emergency stop can perform. Furthermore, the vehicles are in the Location the distance to a vehicle in front of them by targeted To control brakes, as the control of each vehicle over the central control preferably the position of each other, at least but the position of the moving in front of him, i.e. the section in which the vehicle is located or the Vehicles are located, knows.

The switching elements on the track can be designed so that they without any power supply or communication with the central Get control, so a wiring at the track completely eliminated. The vehicle controls in turn can via a safety-related, radio-controlled bus system with the central Control be connected, creating a very high level of security (safety category 4 according to EN954 or according to IEC / EN 61508).

The controller also has a double security since the position of each vehicle in each section both from the central control as well as the vehicle control is monitored and the vehicle controls have a permanent, bidirectional radio communication constantly with the central control in Standing in contact. Therefore, the radio connection should be interrupted or be disturbed or transmitted by the central controller Data not with the data stored in the vehicle control Logically, each vehicle can be independent of all other vehicles are stopped immediately. It is also possible the Stop vehicles only on certain sections of the route. The In addition, vehicles can be independent of the central control in defined sections of the route (for example in the station) (Signal tests, function tests or safety brake tests and the trim brake) and the result to the Report central control.

Preferred embodiments of the invention are the subject of remaining dependent claims.

Hereinafter, a preferred embodiment of the invention explained in more detail with reference to the accompanying drawings.

Fig. 1 schematisch eine erfindungsgemäße Bahn,

Fig. 2 schematisch die Verbindung der zentralen Steuerung mit den Fahrzeugsteuerungen,

Fig. 3 schematisch die Zuordnung der Schaltelemente und der Schalter,

Fig. 4 schematisch Ausführungsbeispiele für die Zuordnung der Schaltelemente und der Schalter,

Fig. 5 schematisch eine weitere Möglichkeit der Zuordnung der Schaltelemente und der Schalter,

Fig. 6 schematisch Ausführungsbeispiele für die Zuordnung der Schaltelemente und der Schalter entsprechend Fig. 5,

Fig. 7 ein Beispiel für die Anordnung der Schaltelemente und der Schalter an der Fahrstrecke und am Fahrzeug,

Fig. 8 einen vergrößerten Ausschnitt aus Fig. 7 und

Fig. 9 einen Schnitt durch die Anordnung von Fig. 7 und 8.

It shows:

1 schematically a web according to the invention,

2 shows schematically the connection of the central control with the vehicle controls,

3 shows schematically the assignment of the switching elements and the switches,

4 shows schematically exemplary embodiments for the assignment of the switching elements and the switches,

5 shows schematically a further possibility of the assignment of the switching elements and the switches,

FIG. 6 schematically shows exemplary embodiments for the assignment of the switching elements and the switches according to FIG. 5, FIG.

7 shows an example of the arrangement of the switching elements and the switches on the route and on the vehicle,

Fig. 8 is an enlarged detail of Fig. 7 and

9 shows a section through the arrangement of FIGS. 7 and 8.

In Fig. 1, an amusement ride is shown schematically. These consists of a route 1, which in sections 1a, 1b, 1c, 1d and 1e is divided. The route itself can, for example a rail system or another driving profile on which vehicles 2 glide or roll standing or hanging. The vehicles even do not need their own drive. The route 1 can the Further straight or curved, and not just a slope, but also have gradients, but gradients and gradients but must follow each other so that the vehicles always without Drive motor, i. only by gravity, can move. In principle, however, it is also conceivable that the route in Sub-sections is divided, between which the vehicles by means of external, stationary drive means back to a higher level be lifted.

The route 1 for the vehicles 2 then leads to a station 3, from which the vehicles by means of a lifting device 4 back to Start 5 are promoted.

The route 1 is, as already mentioned, in individual sections 1a to 1e, wherein at the transitions of each section Switching elements 6 are arranged. These switching elements 6 Switches with sensors 21 to 26 are assigned to the vehicles 2. Therefore, when a vehicle 2 passes a switching element 6, the switch detects a section change and reports this with a vehicle controller 7 on board via a bidirectional, Safety-related radio connection to a central radio Control 8. The vehicles 2 therefore have transmit / receive antennas 9 on, and the central control also a transmitting / receiving antenna 10th

The vehicles finally have a trim brake and a Safety brake on. The trim brake is used to regulate the driving speed of the vehicles, whereas the safety brake for an emergency stop of the vehicles is determined and designed.

The radio link is in the illustrated embodiment bidirectional, safety-related BUS system with wireless routers 11 and 12 as shown in FIG. 2. Both the central control 8, as also the vehicle controls 7 are so-called safety PLC (programmable logic controllers), which are a correspondingly high Ensure safety level of operation of the railway. On the Radio router 11 and the transmitting / receiving antenna 10 is the central controller 8 in constant contact with the vehicle controls 7, the also have radio router 12 and transmit / receive antennas 9. Due to this permanent radio connection, the central controller knows 8 always the current position of each vehicle 2 and their security status. Likewise, each vehicle 2 or its controller 7 always the position or the section in which each other Vehicle 2 is located, and thus can automatically with the help of the trim brake determine the distance to the preceding vehicle 2 so that no safety-critical approach takes place.

As a switching element according to the invention is a group of donors to Use, which not only a section change of a vehicle but at the same time also a certain information deliver which section change is currently being crossed. This offers additional security because the vehicle control 7 a Has control option, an incorrect or missing section change information to recognize.

By the donors, which signal only a section change the vehicle control can "calculate" which identifier (e.g., number) must have a section change. This can be done with the controller the information provided by the senders for the section number to compare. If a discrepancy occurs here, either the Switching elements or encoders on the track are defective or the corresponding ones Sensors on the vehicle or the vehicle control itself points a defect, and it can take appropriate countermeasures e.g. an emergency stop of the affected vehicle and the following Vehicles and a control of the switching elements and switches or the vehicle control are performed.

In the embodiment shown in Fig. 3 is a switching element 6 schematically shows the four possible positions 13, 14, 15 and 16 for donors whose assignment is a precise identification of the switching element allows. The other positions 17 and 18 am Switching element 6 are intended for donors, which on the one hand only the Provide information that a switching element is run over (thus an information that a section change is taking place), on the other hand, to exercise a so-called "trigger function" to a exact verification of the assignment of the encoder positions 13 to 16 enable.

In Fig. 3 it can be seen that a switching element 6 in the direction of travel (Arrow 19) seen two groups 20a, 20b of donors, namely the Donors 13, 14 and 17 in group 20a and donors 15, 16 and 18 in Group 20b is divided. On the route 1 itself are the Positions 17 and 18 of the donors for a section change always occupied, as the examples in Fig. 4 show. When displayed in 4 shows positions occupied by encoders are hatched, whereas positions not occupied by donors are empty and only are shown with dashed border.

On the vehicle are sensors 21 and 22, which the donors in Position 13 and 15 or 14 and 16 are assigned. Furthermore are attached to the vehicle sensors 23, 24 and 25, 26, which are the positions 17 and 18 of the donors are assigned.

If a vehicle moves in the direction of arrow 19 on the switching element 6 past, then first the sensors 25 and 26 from the encoder 18th activated as soon as they are completely next to it. This is for the control of the triggering signal, based on the sensors 21st and 22 determine whether positions 15 and 16 are occupied by donors are. Then, when the vehicle has moved on, the sensors 23 and 24 are activated by the encoder 17, which in turn for the Control the signal is to determine with the help of sensors 21 and 22 whether positions 13 and 14 are occupied by encoders.

In Fig. 4, various examples are shown, such as the positions 13 to 16 can be occupied with donors, with four A total of sixteen options result in different ways to prove. At sections 1a to 1e of the route Positions 17 and 18 are, as mentioned earlier, always with donors occupied, since these are the triggers or triggers for the sensors 21 and 22 are to determine the occupancy of positions 13 to 16.

This type of arrangement or assignment of positions for the donors offers a very high level of security, since it does not come to "read errors" can, if the vehicles at relatively high speed move past the switching elements 6.

The situation is different at station 3 or at sections which moves the vehicles only at a relatively low speed become. There, a positioning or occupancy can be applied as shown schematically in Fig. 5. The sensors 21 up to 26 on the vehicle are unchanged. Is changed, however, that in addition to the two positions or donors 17 and 18 two additional Positions 27 and 28 are present, whereas for the determination, which control is actually involved, only two positions 13 and 14 are provided for donors. This results in more Possibilities of positioning for the vehicles 2 such is shown by way of example in FIG. 6.

7, 8 and 9 is a driving profile 30 of the route 1 represented, on which a vehicle drives along hanging. The vehicle itself is not shown but only a chassis 31 of a Vehicle 2, to which the sensors 21 to 26 of the switch 29 attached are. The passenger carrier, not shown, (armchair, cabin or the like) is suspended on a rod 32 from the chassis 31. The chassis rolls over 8 pendulum suspended pairs of wheels 34 am Driving profile 30 from. In Fig. 9, the pairs of wheels 34 for the sake of better or clearer view of the switch 29 is not shown.

The arrangement of encoders corresponds to the upper left embodiment in Fig. 4, i. that only position 13, but not the Positions 14, 15 and 16 with a section transition number sender is occupied. You can see in Figs. 7 to 9 further Encoders at positions 17 and 18. The encoders 13, 17 and 18 are attached to mounting brackets 32 on the driving profile 30.

On the chassis 31, the sensors 21 to 26 are attached, which the Detect the presence of donors.

In the embodiment, the encoders 13, 17 and 18 as well as possibly at other positions existing donors iron rails, the of initiators associated with the sensors 21 to 26 in the Passing be magnetized, so the presence of the donors can be detected by the sensors.

Instead of soft magnetic encoders, other forms of Switching elements are used, e.g. such permanent magnetic Art or those with a light-reflecting surface, wherein the Naturally adjusted initiators and sensors on the vehicle accordingly Need to become.

Claims (21)

Railway, in particular pleasure track, with a route (1), which is subdivided into sections (1a to 1e), with vehicles (2) which move at least section-wise exclusively by gravity along the route (1), with a central controller ( 8) and with switching elements (6) for switches (29) to determine the position of the vehicles (2) on the route (1), the switches (29) being connected to the central controller (8), characterized in that the switching elements (6) are arranged on the route (1) and assigned to the sections (1a to 1e) and that the switches (29) are arranged on the vehicles (29) and connected to vehicle controls (7) connected to the central Control (8) are wirelessly connected. Railway according to claim 1, characterized in that the vehicles (2) have no own drives. Web according to claim 1 or 2, characterized in that the switching elements (6) actuate the switches (29) without contact. Web according to one of claims 1 or 3, characterized in that the switching elements (6) are arranged at the transitions from one section (1a to 1e) to the next section (1a to 1e). Web according to one of claims 1 to 4, characterized in that each switching element (6) comprises two or more encoders (13, 14, 15, 16, 17, 18, 27, 28), which sensors (21 to 26) to the Switches (29) of the vehicles (2) are assigned. Web according to claim 5, characterized in that the switching elements (6) at least one encoder (17, 18, 27, 28) for detecting a section change and at least one encoder (13, 14, 15, 16) for the identification of the switching element ( 6). Web according to one of claims 4 to 6, characterized in that the switching elements (6) in the direction of travel (arrow 19) seen two groups (20a, 20b) of donors (13, 14, 17, 15, 16, 18). Web according to one of claims 1 to 7, characterized in that the switching elements, in particular the encoders (13, 14, 15, 16, 17, 18, 27, 28) consist of magnetically conductive material, of the sensors (21 to 26 ) be recognized. Web according to one of claims 1 to 7, characterized in that the switching elements (6) have permanent magnets. Railway according to one of claims 1 to 9, characterized in that a trim brake is arranged on each vehicle (2). Railway according to one of claims 1 to 10, characterized in that a safety brake is arranged on each vehicle (2). Railway according to one of claims 1 to 11, characterized in that the wireless connection between the vehicle controls (7) and the central controller (8) by a safety-oriented data transmission system, in particular a bus system is formed. Method for controlling the movement of at least one vehicle (2) along a route (1) subdivided into sections (1a to 1e), in particular an amusement device in which the vehicles (2) are at least partially driven exclusively by gravity, by means of at least one Switching element (6) and at least one switch (29) is detected, in which section (1a to 1e) of the route (1), the vehicle (2) is currently located, and in which a corresponding information to a central controller (8) is characterized in that on the vehicle (2) arranged switch (29) is detected in which section (1a to 1e) of the route (1), the vehicle (2) is located, and that the information wirelessly (9, 10 ) is sent from a vehicle controller (7) to the central controller (8). A method according to claim 13, characterized in that the switch (29) on the switching element (6) detects that the vehicle (2) moves past this. Method according to claim 13 or 14, characterized in that the switch (29) precisely identifies the switching element (6). A method according to claim 14 and 15, characterized in that the vehicle controller (7) and / or the central controller (8), the number of switching elements (6), in which a vehicle (2) passes, and the identification of a switching element (6 ), which it passes by, compares. Method according to one of claims 13 to 16, characterized in that the vehicle controller (7) compares the position of the preceding vehicle (2) with its own position and the own vehicle (2) brakes when needed. Method according to one of claims 13 to 16, characterized in that the central controller (8) compares the position of a preceding vehicle (2) with the position of the immediately following vehicle (2) and, if necessary, a braking command to the following vehicle (2) sends. Method according to one of claims 13 to 18, characterized in that the position data in the vehicle control (7) continuously with the position data of this vehicle (2) in the central controller (8) are compared and that emergency measures are automatically initiated in safety-relevant deviations. Method according to one of claims 13 to 19, characterized in that the wireless connection between the vehicle controls (7) and the central controller (8) by a safety-oriented data transmission system, in particular a bus system, takes place. Method according to one of claims 13 to 20, characterized in that the vehicles are driven exclusively by stationary drives.

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