EP2036599A1 - Commerce de transport, système de sécurité, procédé de fonctionnement d'un commerce de transport et procédé de dégagement d'un véhicule dans un commerce de transport - Google Patents

Commerce de transport, système de sécurité, procédé de fonctionnement d'un commerce de transport et procédé de dégagement d'un véhicule dans un commerce de transport Download PDF

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Publication number
EP2036599A1
EP2036599A1 EP08164094A EP08164094A EP2036599A1 EP 2036599 A1 EP2036599 A1 EP 2036599A1 EP 08164094 A EP08164094 A EP 08164094A EP 08164094 A EP08164094 A EP 08164094A EP 2036599 A1 EP2036599 A1 EP 2036599A1
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EP
European Patent Office
Prior art keywords
transport system
vehicle
ride
transport
chain
Prior art date
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Application number
EP08164094A
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German (de)
English (en)
Inventor
Alfred Müller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Maurer Soehne GmbH and Co KG
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Maurer Soehne GmbH and Co KG
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Filing date
Publication date
Application filed by Maurer Soehne GmbH and Co KG filed Critical Maurer Soehne GmbH and Co KG
Publication of EP2036599A1 publication Critical patent/EP2036599A1/fr
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    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63G—MERRY-GO-ROUNDS; SWINGS; ROCKING-HORSES; CHUTES; SWITCHBACKS; SIMILAR DEVICES FOR PUBLIC AMUSEMENT
    • A63G7/00—Up-and-down hill tracks; Switchbacks

Definitions

  • This invention relates to a ride, comprising a route, at least one vehicle movable along the route, at least one first transport system for moving the vehicle along the route, wherein the first transport system has at least one first drive.
  • the invention relates to a safety system for a rail-bound vehicle in a ride.
  • the invention relates to a method for operating a ride, in particular as described, wherein the vehicle is moved by means of a first conveyor system coupled to a moving at a first speed conveyor element along a route, and a method for salvage in a ride.
  • Roller coasters are popular with a wide audience.
  • the main danger of a driveway is that the vehicle to be transported straight up uncontrollably rolls back and the passengers are exposed to impermissible accelerations. Furthermore, there may be the risk that the vehicle collides with a following vehicle at high speed. This danger is usually prevented by a so-called anti-rollback device, which is independent of the actual transport device. This device allows the forward drive and prevents - usually by means of a kind of gearing - a rolling back of the vehicle in case of failure. This means that in the event of a fault, e.g. in case of power failure, the vehicle can not be moved forwards or backwards. The passengers would have to be evacuated from the vehicle in this case. The steeper the driveway, the more difficult, uncomfortable and dangerous the evacuation of people from a vehicle.
  • anti-rollback device For vertical lifts, which are particularly in overhead positions, even a long stay in an overhead position to health damage. This prohibits all previously known procedures.
  • anti-rollback device is very problematic because it prevents the return of the vehicle to the start of the driveway.
  • the object of the present invention is to provide a ride, a security system for a ride, and methods for operating a ride and salvage a vehicle, with the help of a vehicle in the event of a breakdown can be safely and unspectacular recovered.
  • the ride according to the invention comprises a route, at least one vehicle movable along the route, and at least one first transport system for moving the vehicle along the route, wherein the first transport system has at least one first drive.
  • the route is usually determined by a guide or rail system on which at least one vehicle is rail-mounted along the rail track movable.
  • the route typically has increases and decreases, with the vehicle overcoming an increase in regular operation by means of the first transport system (lift, driveway).
  • the basic idea of the invention is to provide, in addition to the regular transport system, another redundant transport system, wherein each of the transport systems can move or decelerate the vehicle alone. In this way, no security losses must be accepted.
  • the redundant transport system can ensure that the failure of the primary transport system is practically unnoticed by the passengers, since the secondary transport system without the vehicle Interruption can continue to transport.
  • no additional facilities need to be carried or docked to the location where the vehicle is at the time of the incident.
  • the installed overhead of redundant components ensures in particular the security of the entire system.
  • the redundant transport system can be considered as a recovery system, as it allows the onward transport of a vehicle after a failure of the primary drive or conveyor system. If there is a chain hook releasing itself from the chain (or another means of docking to the transport chain or another means of transport) on the vehicle, then the vehicle with the safety chain (or other means of transport) can be transported both forwards and backwards, even if the transport chain is blocked.
  • a chain and chain hook system is representative of other means of transport and docking means, such. As ropes with cable clamps, Mitauerschlitten, recovery vehicles, etc.
  • the transport systems can be the same or different.
  • two chain drives with link chain, a chain drive and a rope or round steel chains driven towing carriages, etc. can be used.
  • the power transmission means for a transport system.
  • coupling means e.g., drivers, chain hooks), sprockets, brakes, etc. count.
  • the systems are redundant in all components, but may be different or of different technology. So only the chains and the sprockets can be of the same type, but with different tasks.
  • Both transport systems can fulfill all necessary transport functions (also transport in different directions) as well as hold the vehicle or act as a backflow safety device.
  • the redundant transport system can also be designed quite differently, so that it does not work "parallel" to the first transport system, but e.g. time-shifted.
  • the second transport system may be a "mountain sled" which, in the event of a failure, couples to the return peg or the vehicle and then further transports the vehicle.
  • the toboggan can e.g. be on its own path movable driver, which is about a rope, a chain, etc., driven.
  • the second transport system may alternatively comprise a recovery vehicle or rocking carriage, wherein the second transport system is designed so that in case of accident, the mountain sled is moved to the blocked vehicle.
  • This can be disengaged from the backstop or a conventional backstop.
  • This happens e.g. by a biased by a spring pressing the recovery vehicle on a linkage and / or a Bowden cable.
  • the recovery vehicle has slightly raised the vehicle so that the return cam (s) is (are) relieved of load, they are and will remain disengaged via the spring preload.
  • a downward transport of the vehicle is possible.
  • the vehicle can be transported largely automated both forward and backward.
  • the system can have its own guides, its own Have drive and own funding and be operated both with electrical energy from the network and with an emergency power supply via a separate control of the plant control.
  • a special chain hook is provided for the functioning of such a system, which automatically disengages when released from the chain. Otherwise, a reverse transport would not be possible with a blocked chain.
  • the chain hook can be disengaged by means of a comparable mechanism by the docking rescue car or a docking dog.
  • This solution usually involves the provision of a classic anti-rollback device with toothing. However, the pawl (s) and optionally the (the) chain hooks are fully automatically disengaged by means of the recovery car from the teeth.
  • the second transport system has at least one second drive.
  • the primary and the secondary drive may be the same or different.
  • the two transport systems may well be constructed structurally the same and yet have very different properties in terms of load and thus in terms of wear, life and safety, e.g. in that in normal operation, the first transport system carries about 90% of the load, account for the second transport system, only the remaining 10%. This can be ensured inter alia by the drive concept of the secondary transport system, as will be described in more detail below.
  • the first drive may be a conventional drive unit, for. B. be a mechanical drive unit with a three-phase motor and frequency converter, a transmission and external brakes.
  • the second drive may be a high torque hydraulic motor without a transmission but with a brake. This second drive can be in a first operating mode be operated for normal driving and in a second mode of operation for salvage.
  • the hydraulic motor operates at low pressure and high speed, so that, for example, the second conveyor chain is moved at a slightly higher speed than the first conveyor chain. Due to the slightly higher speed, the second conveyor chain always attaches itself to the second driver of the vehicle. As a result, synchronization between the two drives is achieved from the moment when the second carrier is applied, and the second chain only absorbs a small proportion of the total load to be transported (for example, a maximum of 10%) due to the limited torque of the second drive. The corresponding driver of the second transport system is always in contact with a chain link until the vehicle leaves the chain.
  • the conveying elements of both transport systems thus remain in contact with the vehicle. Additional forces that burden the conveyor elements, do not occur. If, for example, the driver of the first transport system fails, the controller can stop the lift to allow the staff further decisions. In contrast to the conventional anti-reverse device, however, the vehicle does not fall back to the next tooth of the toothed bar of a back-up protection and thereby generates very high forces due to the energy to be absorbed and the resulting impact. Since the second driver already transmits power between the chain and the vehicle, it is ensured that it is already in contact and the vehicle is brought to a gentle halt via the second transport system, whereby no particularly high load is created. Both conveying elements can take on both functions, namely the transport and the return flow protection.
  • the second transport system After the failure of one system, the second transport system carries and transports the entire load.
  • the other transport system takes over a safety function, eg. B. the function of a return protection.
  • the second transport system thus acts in regular operation as entrained with the first conveyor element backflow prevention.
  • the first transport system and / or the second transport system has at least one return safety device for preventing a backward movement in the event of a malfunction of the first transport system.
  • the second transport system can act as a backflow prevention, for example, in a chain break or a broken Carrier of the first transport system, since the driver of the second transport system is always in engagement with the conveying element of the second transport system anyway.
  • the first transport system can act as a return safety device in the event of a failure of the second transport system.
  • the ride is therefore equipped with a rescue system and in addition with a return valve.
  • the backstop system does not necessarily consist of the conventional, fixed to the track elements such as rack and notch or clamping or friction elements.
  • the existing for the salvage second transport system can be used without additional effort for the return safety, since it is suitable from itself to transport the vehicle at any point, decelerate and hold in position.
  • the second transport system insofar as it acts as a backflow protection, substantially mitigates a shock that occurs or avoids it completely.
  • Other backstop systems which are systemically subject to high impact forces, take technical measures to limit the forces that occur (e.g., a rack that may move against the structure upon application of force or be supported on a power receiving element).
  • the secondary transport system can serve as many times as many backup without further maintenance. This means that the return safety device for passengers, vehicle and all elements of the transport and return safety device has a very gentle effect and that further transport of the vehicle is possible without loss of safety of the return flow safety device.
  • the system has independent brakes for the first and the second transport system for fixing the chain, and / or independent controls of the drives, which can be operated both from the network and / or from an emergency power supply.
  • a chain becomes a safety chain and uses the brakes on that chain can depend on a number of criteria. These criteria may relate to electrical (signaling) or mechanical quantities (e.g., triggering an overload clutch).
  • the first transport system has at least one first conveying element, which can be moved by the first drive, for transmitting the driving force of the first drive to the vehicle.
  • the second transport system has at least one second conveying element for transmitting the driving force of the second drive to the vehicle.
  • the first and / or the second conveying element may for example be a conveyor chain.
  • the second conveyor element may be provided instead of or in addition to a rack or other back-up protection element and / or another recovery system.
  • Typical coupling elements are positive or frictional drivers, chain hooks, which engage, for example, in one of the conveyor chains.
  • the vehicle may have at least one, two or more coupling elements for each transport system.
  • An inventive safety system for a rail-bound vehicle in a ride has a redundant transport system, which is arranged in addition to a first transport system for moving the rail-bound vehicle parallel thereto.
  • a parallel arrangement in this context means that both transport systems are able to move the vehicle independently of one another at least in a certain section of the route.
  • the redundant transport system can thus continue to transport a vehicle from the route section in the event of a malfunction of the transport system.
  • the transport systems can be in operation at the same time, as with two parallel chain conveyors, even if one of the systems carries no load. However, it runs with the first system and is thus always ready to take over the transport immediately after an accident.
  • the first transport system preferably has at least one first drive, and the second transport system has at least one second drive.
  • the first transport system has a first conveying element
  • the second (redundant) transport system has a second conveying element
  • the first transport system preferably has at least one first coupling element
  • the redundant second transport system has at least one second coupling element.
  • the coupling elements can be arranged on the vehicle or on the route.
  • a self-disengaging from the chain first coupling element of the regular transport system is provided.
  • the vehicle can be transported downwards with the second transport system.
  • at least one coupling element should always be in engagement with a respective conveyor element, wherein at the beginning or end of the transport, a phase may be provided in which brought the coupling elements in or out of engagement with the respective conveyor element become.
  • the coupling element should be able to overtake the corresponding conveyor element.
  • the second transport system can also be designed in such a way that, although it has its own conveying components such as its own conveying element, coupling element, its own brake, etc., it does not have its own drive.
  • the second conveying element can be coupled to a common drive. In a fault, either the common drive can take over the transport.
  • the second transport system has only one (own) brake, for example an electronically controlled brake, and acts as a return protection by the vehicle is braked gently in a fault over a certain distance away from the second transport system.
  • the second transport system can also be designed in the form of a ride-along recovery vehicle which, if necessary, is coupled with a conventional return securing device entrained with the vehicle (eg with a toothed strip). Mitbewegen can be accomplished by means of a carriage or car (catch car), a cable with drivers, a running chain, etc. As soon as the main transport system (ie the actual drive or elevator) is inoperable, the accompanying return safety device can act as a transport device and the main transport system can take over the backflow safety function.
  • a vehicle is moved by means of a first transport system at a first speed along a driving route, wherein the vehicle is coupled to a first conveying element which is moved at a first speed.
  • a second conveying element of a second transport system is additionally moved parallel to the first conveying element at a second speed.
  • the vehicle is in regular operation in engagement with the second conveyor element after it has due to its second speed an optionally existing gap between the conveyor element and coupling element closed. However, after engaging the second coupling element, it bears no or only a small portion of the load since the second transport system acts on the vehicle at the first speed but lower load.
  • the vehicle may be decoupled from the second conveyor element in regular operation, but if necessary, the vehicle coupled to the second conveyor element to take over the function of a back-up protection or secondary transport system for further transport.
  • the second speed is at least as high as the first speed. This applies until after the beginning of the transport process, a gap between the second conveyor element and the second coupling element is closed. Then the second speed is the same as the first speed.
  • the second conveying element can stand still or move at the same or higher setpoint speed than the first conveying element.
  • a clacking sound is produced by the impact of the second coupling element on the second conveyor element as soon as the vehicle moves, thereby overtaking the second conveyor element.
  • the safety chain moves at the same speed as the transport chain, whereby a relative movement between the coupling element and the safety chain is avoided.
  • the safety chain even has a higher set speed than the first conveyor chain until the coupling element of the (redundant) safety chain is also in contact with the vehicle. From this point she runs at the same speed.
  • the second speed has an equally high or slightly higher speed setpoint compared to the first speed.
  • the security chain acts as a ride-on anti-rollback device.
  • the safety chain (second conveyor element) is practically a chain redundant to the transport chain, i. the safety chain can be operated independently of the primary transport chain. If the first coupling element is a self-engaging or coupling-in, the primary transport chain assumes the function of the return safety device during transport with the safety chain. In this case, the first coupling element overtakes the first chain. It can, for example, be softly coupled to the primary transport system and run along at the same speed without load, so that in normal normal operation no or only little force acts on it and thus it is not subject to wear.
  • Synchronization to same / higher speed can be done both electrically and mechanically (e.g., a shiftable or a slip clutch or even an overload clutch or other).
  • a hydraulic motor with limited load torque automatically takes over this function.
  • the vehicle has two or more drivers for each chain, in order to obtain additional redundancy in case of failure of a carrier for onward transport. Furthermore, thereby the fallback height (height difference between positions where the vehicle can couple to the chain) and thus the burden on the components can be reduced.
  • the fallback height depends on the chain pitch, in the case of a toothed strip on the tooth pitch.
  • the secondary transport element carries no or little load during normal operation in order to be able to pick up the load in the event of a fault "unstressed" can.
  • a fault z. B. a failure of a driver, a chain system, a drive, a clutch, a controller, etc., the driver is already engaged with the redundant chain and takes over the entire load.
  • a particularly preferred solution provides as a drive for the first and in particular for the second conveying element before a hydraulic drive, which is limited in torque, but as long as the driver transmits no load, slightly faster than the primary conveyor element runs. As soon as the driver (chain hook) transmits load to the second conveyor element, the hydraulic drive acts like a friction clutch.
  • the vehicle has a rigid driver which transmits forces in both directions to a non-driven conveyor. If the vehicle is pulled upwards by the main drive system, the passive second conveyor element is thus also moved. If the main drive fails in an accident, the passive second conveyor can serve as a back-up protection, if this e.g. by means of freewheeling or by means of a hydraulic motor with check valve (RSV) on one of the deflection wheels prevents a backward movement.
  • RSV hydraulic motor with check valve
  • the hydromotor with RSV which actually serves only as a pump
  • after disconnecting the main drive e.g. by means of a switchable coupling with which o. g. Throttle valve to unlock the RSV in a very simple way to achieve a controlled backward movement back to the base of the lift.
  • a small power drive is used for the secondary transport system, which can be operated in at least two modes.
  • the drive operates at high speed and low torque, in a second operating mode at low speed and high torque.
  • the first mode in case of failure, so in case of failure of the primary transport system, the second mode is used.
  • both transport systems are operated with a common control.
  • one of the two transport systems may also have a controller ("auxiliary control") independent of the system control.
  • both transport systems are operated with a common power supply, or that both transport systems are operated with independent power supplies. It is preferable to switch between these power supplies.
  • An inventive method for recovering a vehicle in a ride includes one or more of the following steps: a) providing a primary transportation system; b) providing a secondary transport system, wherein the secondary transport system is drivable in particular independently of the first transport system; c) connecting the vehicle to the secondary transport system in case of accident of the first transport system; and d) onward transport of the vehicle through the secondary transport system.
  • connection in step c) does not necessarily mean that the driver only engages in the safety chain at the moment of the fault. Rather, the safety chain can run at about the same speed without load during normal operation.
  • the connection in step c) corresponds to the transfer of the load by the second transport system.
  • steps c) and d) the release of the connection of the vehicle with the primary transport system can be carried out as a further step.
  • the method may include one or more of the following steps: a) latching of a blocking element, eg in a toothing, in the event of a fault; b) docking a recovery vehicle on the vehicle; c) releasing the blocking element to release the vehicle, wherein the notching is caused directly or indirectly by docking or docking; and d) further transport of the vehicle through the recovery vehicle.
  • a blocking element eg in a toothing
  • the method may include one or more of the following steps: a) latching of a blocking element, eg in a toothing, in the event of a fault; b) docking a recovery vehicle on the vehicle; c) releasing the blocking element to release the vehicle, wherein the notching is caused directly or indirectly by docking or docking; and d) further transport of the vehicle through the recovery vehicle.
  • the FIG. 1 shows a section of a driving business according to the invention 1.
  • the illustrated section 2 has a route, for example a rail system with a rising portion 2a, a highest point 2b and a sloping portion 2c.
  • a rail-bound vehicle 3 is shown in the rising portion 2a and in the sloping portion 2c.
  • the vehicle 3 is conveyed via a primary transport system 4 (lift) in a conventional manner over the highest point 2b of the route 2.
  • the primary transport system 4 has a first conveyor chain 5, first sprockets 6, and a first drive 7 for driving the first conveyor chain 5.
  • the vehicle is transported by means of a first driver 8, which engages in the conveyor chain 5.
  • the vehicle 3 In the ascending section 2a, the vehicle 3 is connected by the engagement of a first driver 8 in the first conveyor chain 5 with the first transport system 4 and is on the Transported high point 2b.
  • the driver 8 In the descending section 2c, the driver 8 is disengaged from the conveyor chain 5, so that the vehicle 3 can accelerate downwards due to gravity, the first conveyor chain 5 can overtake.
  • the driver 8 of the vehicle 3 is automatically disengaged due to its geometric shape and its kinematics and thus must be able to perform an overhaul function.
  • the override function allows the vehicle to overtake the chain in the event of a high-speed chain stop due to an accident or a broken or blocked chain. This function is met in principle by a force of gravity and / or spring force and / or other force effects in the chain 5 pawl, which has a chamfer in the direction of travel, which allows the pawl overtaking chain links.
  • the secondary transport system 9 is arranged parallel to the primary transport system 4 and has redundant elements, namely a second conveyor chain 10, second sprockets 11, a second drive 12, and a vehicle mounted on the second carrier 13.
  • the secondary transport system 9, for example, has its own drive system 12 with its own generator, which allows a transport of the vehicle 3 in one or both directions.
  • the second transport system 9 may have its own control.
  • the second driver 13 is in engagement with the second conveyor chain 10. However, the second driver 13 carries in normal operation compared to the first driver 8 a lower load. Only in the event of a fault, the second driver 13 can take over the full load and continue to transport the vehicle 3.
  • the first and the second driver 8, 13 are in the FIG. 1 for clarity, as if they were arranged behind one another or longitudinally offset on the vehicle 3. Preferably, however, they are arranged side by side, so that the second driver 13 in the side view FIG. 1 would normally be covered by the first driver 7.
  • two or more than two drivers may be provided for each chain in order to reduce the maximum recession distance by a factor of 2 or more (the recirculation distance is reduced by the arrangement of the second carriers between two chain links at half the distance between two chain links).
  • All of the drivers can be identical, both for the primary transport system 4 and for the secondary transport system 9.
  • the second conveyor chain 10 of the redundant secondary transport system 9 moves relative to the first conveyor chain 5 with slightly increased target speed as soon as the second driver 13 is in engagement with the second conveyor chain 10, thus at the same speed as the first conveyor chain 5.
  • the second Conveyor chain 10 carries (during synchronization) only a small proportion of the load.
  • the second transport system 9 assumes the function of a fallback and a mountain system, where it takes over the transport function of the first transport system 4.
  • the return flow safety device is realized in this embodiment by a first brake (not shown), which acts on the first sprocket 6, and a second brake, which acts on the second sprocket 11. In this way, the vehicle 3 can be safely transported to a desired location.
  • FIG. 2 The elements become even clearer by the FIG. 2 , The same elements are denoted by the same reference numerals as in FIG FIG. 1 designated.
  • the primary transport system 4 is in regular operation the main transport system, which mostly carries the load and moves the vehicle.
  • the secondary transport system 9 is an auxiliary transport system, which runs at the same speed, possibly with a higher target speed, but less torque or less load. Only in the event of a failure of the primary transport system 4, the secondary transport system 9 takes over the load and moves the vehicle 3 with higher torque than in the low load mode. In addition, the secondary transport system 9 acts as a back-up protection in the event of exposure of the primary transport system 4.
  • FIG. 3 shows a portion of an embodiment of a transport system 4 according to the invention for a ride 1.
  • the transport system 4 has an endless conveyor chain 5, which is arranged along a transport section of a route 2 for rail-bound vehicles 3.
  • the conveyor chain 5 is deflected or guided by a first sprocket 6a and a second sprocket 6b.
  • the first sprocket 6a is rotatably supported about a first axis A.
  • the first sprocket 6a is the sprocket, which is located immediately next to the sprocket behind the transport section and a deflection of the conveyor chain 5 accomplished.
  • the vehicle 3 is during its movement along the transport section via at least one driver 8 with the conveyor chain 5 in conjunction and is thus transported over the highest point of the transport section.
  • the first sprocket 6a is movably mounted relative to the travel path 2.
  • the first sprocket 6a is pivotally mounted about an arm 14 about a second axis B.
  • the pivot axis B is fixed with respect to the lift structure 2.
  • the arm 14 and the sprocket 6a are biased by a spring 16 against a stop 15.
  • the second side of the spring 16 is attached to a fixed fastener 17 which is fixedly connected to the lift structure 4.
  • a stop 15 limits the deflection of the first sprocket 6a in a first direction R, in which the first sprocket 6a is biased.
  • the biasing force is in particular equal to or slightly larger than the largest force occurring in normal operation.
  • a damper 18 may be arranged parallel to the spring 16. The first sprocket 6a is pivoted in a fall-back of the vehicle 3 against the biasing force in a direction -R until the vehicle 3 is completely decelerated. With the help of the construction, falling back of the vehicle 3 into the conveyor chain 5 due to a disturbance has the effect that the forces acting on the occupants are not determined by the drop height of the vehicle 3, but by the property of the elastic element 16 or elastic Elements 16.
  • first sprocket 6a of the first transport system 4 and / or a first sprocket 11a of the second transport system 9 may be mounted elastically biased.
  • the second transport system 9 acts as a backflow safeguard.
  • the second transport system 9 can take over the vehicle 3 very gently by the pivoting of the first sprockets 6a and 11a. Initially, the vehicle 3 falls back into the second transport system 9, which makes it to a Pivoting the first sprocket 6a can come. The falling back in the second transport system 9 is cushioned in this way.

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  • Platform Screen Doors And Railroad Systems (AREA)
EP08164094A 2007-09-11 2008-09-10 Commerce de transport, système de sécurité, procédé de fonctionnement d'un commerce de transport et procédé de dégagement d'un véhicule dans un commerce de transport Withdrawn EP2036599A1 (fr)

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Cited By (2)

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EP2295123A1 (fr) * 2009-09-11 2011-03-16 Disney Enterprises, Inc. Manège de parc d'attractions avec une commande de véhicule qui se découple après une perte de puissance
DE102014103045A1 (de) * 2014-03-07 2015-09-10 Ketten-Wulf Betriebs-Gmbh Fahrgeschäft, insbesondere Achterbahn

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US8641542B2 (en) 2009-09-04 2014-02-04 William J. Kitchen Stationary track with gimbaled rider carriages amusement ride
JP5051676B1 (ja) * 2012-03-19 2012-10-17 英司 沼澤 電力供給システム
CN107088308B (zh) * 2017-06-14 2019-08-16 广东裕利智能科技股份有限公司 一种玩具轨道赛车的控制方法及其装置

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