EP2854975B1 - Tronçon de piste d'une attraction, procédé permettant de parcourir un tronçon de piste et attraction - Google Patents

Tronçon de piste d'une attraction, procédé permettant de parcourir un tronçon de piste et attraction Download PDF

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Publication number
EP2854975B1
EP2854975B1 EP13722772.4A EP13722772A EP2854975B1 EP 2854975 B1 EP2854975 B1 EP 2854975B1 EP 13722772 A EP13722772 A EP 13722772A EP 2854975 B1 EP2854975 B1 EP 2854975B1
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EP
European Patent Office
Prior art keywords
vehicle
high point
block portion
ride
clearance
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Active
Application number
EP13722772.4A
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German (de)
English (en)
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EP2854975A1 (fr
Inventor
Thorsten ÖRTEL
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Maurer Soehne GmbH and Co KG
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Maurer Soehne GmbH and Co KG
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Classifications

    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63G—MERRY-GO-ROUNDS; SWINGS; ROCKING-HORSES; CHUTES; SWITCHBACKS; SIMILAR DEVICES FOR PUBLIC AMUSEMENT
    • A63G21/00—Chutes; Helter-skelters
    • A63G21/04—Chutes; Helter-skelters with fixed rails
    • 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

  • the present invention relates to a track section comprising at least one rail for a ride with at least one rail-bound vehicle, which is divided into a first and a second block section. Furthermore, the present invention relates to a ride with at least one such section and a method for driving through such a section.
  • a ride Under a ride are usually understood devices that serve the targeted entertainment by moving the passengers using the ride. Rides are therefore used mainly at fairs, folk festivals, or in amusement parks and the like.
  • the present invention relates only to a ride with at least one rail vehicle, so a roller coaster, looping, white water or the like. Under a vehicle in this case a single vehicle or a roller coaster train to be understood.
  • the vehicles traveling on the route generally do not have their own drive, but are accelerated by various drives that are integrated into the route.
  • various drives that are integrated into the route.
  • LSM linear synchronous motors
  • LIM linear induction motors
  • launch drives are suitable as linear drives, ie drives which allow a particularly high acceleration performance, so that the passengers have an attractive driving experience.
  • drives that can develop not only drive but also braking performance.
  • a suitable means for securing such a route or a route section is the division into block sections, which are monitored in a suitable manner. The latter is preferably done fully automatically, for example, by a corresponding controller, which evaluates in a suitable and known manner, whether there are vehicles and / or other obstacles on the route and in the relevant section of the route.
  • a ride is for example from the EP 2 295 123 A1 known.
  • a block section for example a broken-down vehicle
  • no clearance for entry into this block section is granted for the following vehicles. Consequently, the following vehicles must be brought to a standstill at least braked if necessary before entering this block section.
  • corresponding safety brakes are provided in the route ahead of the respective block sections. These usually act mechanically on the vehicle and are designed, for example, as jaw brakes.
  • safety brakes have the disadvantage that they must be regularly maintained and are relatively expensive to purchase.
  • the present invention thus relates to a track section having at least one rail for a ride with at least one rail-bound vehicle, the track section being divided into a first and a second block section.
  • the first block section has a first hill section with a first high point and a second hill section with a second high point, wherein the first block section ends at the second high point.
  • the second block section starts at the second high point and has an arbitrary route.
  • a first linear drive is arranged in the direction of travel before the first high point, and a second linear drive is arranged between the first high point and the second high point.
  • the present invention is characterized in particular by the fact that the positions of the two high points to each other and the design of the linear drives with respect to their braking performance are coordinated so that the vehicle in a lack of clearance for entry into the second block section in the region of the first Block section can be brought to a halt.
  • the center of gravity of the entire vehicle in this case, of course, in the arrangement of the high points in principle, the center of gravity of the entire vehicle to be considered.
  • the invention is thus based on the recognition that by skillfully positioning the positions of the high points to each other and the interpretation of the linear drives in terms of their braking power and the selected track geometry in this section, the complete reduction of the kinetic energy of the vehicle is made possible without the Vehicle must be mechanically acted.
  • the vehicle can therefore be braked primarily via the specifically designed track geometry and optionally also by one or both linear drive (s), at the latest by engagement of the first drive before the first high point.
  • This has the advantage of no additional safety brake more is necessary.
  • the both the drive and the braking serving linear actuators a variation of driving figures can be generated.
  • targeted oscillations can be generated to increase the variety for the passengers when driving through the route section.
  • the positions of the two high points to each other and the interpretation of the intervening at least one linear drive with respect to its braking performance are coordinated so that the vehicle at a lack of clearance for entry into the second block section in the area between first and second high point of the first block portion can be brought to a halt.
  • the geometry of the rail and the interpretation of the braking power of the drive arranged between the two high points that the vehicle stops in the limited by the hill sections valley area and no longer enters the rear behind the first hill section.
  • the positions of the two high points are matched to one another so that the vehicle can be brought to a halt in the absence of clearance for entry into the second block section in the area between the first and second high point of the first block section.
  • the vote is therefore only on the location of the high points.
  • the braking power of the interposed linear drive is no longer used for interpretation. In the simplest case, this results in a web geometry in which the first high point is slightly lower than the second high point.
  • the second high point is only so much higher that a vehicle rolling backwards, neglecting the driving resistance and assuming possibly other accelerating acting forces, such as maximum tailwind, the first hill no longer overcomes.
  • the positions of the two high points to each other and the interpretation of the linear drives are matched with respect to their braking performance so that the vehicle in a lack of clearance for entry into the second block section in the area before the first high point in the area of the first block section can be brought to a standstill.
  • the vehicle when driving past the second linear drive also braked by this (if given but also accelerated), so that in any case is reliably ensured that the vehicle is decelerated by the first linear drive.
  • the positions of the two high points and the braking effect of the second linear drive can be coordinated so that the vehicle can oscillate freely between the first and the second high point to reduce its kinetic energy.
  • the vehicle will shuttle between the first and second hill sections.
  • the positions of the two high points are coordinated so that the vehicle can oscillate freely between the first and second high point to reduce its kinetic energy. This means that the vehicle, even with complete failure of the brake without braking intervention of the second linear drive oscillates until it comes to a complete halt. This also has an amusing effect on the passengers of the vehicle, as it comes to repeated changes in direction and is always ensured in a very conservative interpretation of the route section that the vehicle can not unintentionally retract into the second block section. It is favorable if the drive power of the second linear drive is matched to the position of the second high point, that the second linear drive accelerates a vehicle from standstill so that it can enter the second block section while overcoming the second high point.
  • the first high point is arranged at the same maximum level as the second high point as the driving figure looks, is in principle nachranging.
  • the driving figure may be a "camel-back" driving figure, a driving figure with at least one loop or a zero-G-roll or the like, which on the one hand meets the safety requirements in the absence of clearance for entry into the second block section and on the other hand an attractive Driving figure for the passengers of the vehicle means.
  • the vehicle is braked to a standstill in the second block portion after generating a change in direction at the second hill portion at least by commuting between the two high points and / or by the first linear drive in the first block section in the absence of entry clearance.
  • an activation of the brakes is dispensed with.
  • At least one of the two linear drives can be put into a braking mode in order to bring the vehicle to a halt within the first block section.
  • the invention also relates to a ride with at least one vehicle and a track section, wherein the ride has a driving the at least one vehicle controlling control device and associated with this measuring device, wherein the measuring means a behavior of the passengers of the vehicle and / or Spectator evaluating measuring device is.
  • the passengers of the vehicle or the spectators can actively intervene in the driving of the vehicle.
  • their behavior is a targeted change the driving behavior of the vehicle causes, for example, a deceleration, acceleration or a "passive" switching the drives for commuting. This also noticeably increases the attractiveness of the journey.
  • the measuring device has a volume meter, a light meter, a motion meter or the like.
  • a volume meter for example, it is conceivable that in particular excitement of the passengers expressing them by loud cries, the vehicle does not enter the second block section, but executes a swinging movement between the first and second high point. For example, this can also be effected by a driver controlling the ride requesting the passengers with a loudspeaker to shout particularly loudly so that a pendulum movement of the vehicle begins. Alternatively, it is also conceivable that this is generated by waving his arms or by shaking his feet.
  • the measuring device is arranged in the region of the route section but outside the at least one vehicle. This has the advantage that the vehicles remain easy and yet the behavior of the passengers and / or the spectators can be measured and evaluated on the driving sequence of the vehicle for acting on the journey.
  • the measuring device is arranged on the vehicle. This has the advantage that the behavior of the passengers can be continuously evaluated, so that the driving of the vehicle can be selectively changed.
  • control device is designed such that it automatically issues a release for entry into the second block section after a security clearance when the second block section is freely passable and at least one measured value determined by the measuring device is present, which is at least one previously stored in the control device limit exceeds. In other words, it is first checked whether there is a dangerous situation in the subsequent block section, and then it is checked whether the behavior of the passengers or spectators permits entry into the second block section according to the predetermined criteria or criteria.
  • a track section 1 of a railbound ride with two hill sections 3, 5 is shown.
  • Each of the hill section 3, 5 is bell-shaped and has an absolute high point 4, 6.
  • a so-called “camel-back” is thus shown as driving figure, with other driving figures, for example, with a looping, also possible.
  • the link section 1 is divided into two block sections BA1, BA2, wherein the first block section ends at the second high point 5, and the second block section BA2 begins at the second high point.
  • the block sections BA1 and BA2 may also overlap.
  • the block sections BA1, BA2 are safety-richer insofar as an entry of a vehicle 2 into a following block section is prevented if it is blocked.
  • This may be caused for example by a second vehicle 2, or by objects or persons who are on the track.
  • the track section has two linear drives 7, 8, which can accelerate or decelerate the on-track vehicle 2, or even do not act on the vehicle 2.
  • linear motors in particular LSMs, are used as the linear drive, but it is also possible to use, for example, LIMs or friction wheels or the like.
  • the braking effect of a linear motor is generated by a short circuit in the linear motor.
  • the first linear motor 7 is located in front of the first hill section 3 when seen in the direction of travel FR.
  • the second linear motor 8 is located between the first hill section 3 and the second hill section 5 as viewed in the direction of travel FR, and thus between the first high point 4 and the second high point 5.
  • the vehicle 2 can then be accelerated so that the kinetic energy again just enough to overcome the second, higher hill section 5 and the second higher-lying high point 6 and thus retract into the second block section BA2.
  • the different power of the two drives 7 and 8 in this example is indicated in the drawing by the different lengths of the drives.
  • the vehicle 2 is seen accelerated in the direction of travel FR on the first linear motor 7 and begins to drive up the hill section 3.
  • the acceleration energy supplied to the vehicle 2 is selected, for example, so that the vehicle 2 almost stops at the first high point 4 before the rapid departure from the first hill section 3 takes place, the remaining speed at the high point 4 being sufficiently large.
  • the vehicle 2 is thus accelerated again by gravity and moves in the direction of the second hill section 5.
  • the vehicle 2 is further accelerated, so that the acceleration energy of the vehicle 2 is sufficient to overcome the second hill section 5, so in the second block section 2 retract.
  • the vehicle may be selected by the second linear motor 8 accelerating energy so that the vehicle 2 almost comes to a stop at the second high point 6, before again takes place a rapid descent.
  • the remaining speed of the vehicle 2 must not be too low.
  • the driving situation until passing the second linear motor 8 is identical to a driving situation in which a release for entry into the second block section BA2 has taken place.
  • the vehicle 2 is not, or only slightly accelerated when passing the second linear motor 8, so that it can not overcome the second hill section 5.
  • the vehicle 2 comes to a stop on the second hill section 5 seen in the direction of travel FR before the second high point 6 before it changes its direction of travel due to the force of gravity and thus takes up driving in the direction of the first high point 4.
  • the vehicle 2 on the second linear motor 8 can either be decelerated or accelerated if necessary. In the latter case, this can be done so that it overcomes the first hill section 3 and after driving past the first high point 4 in the direction of the first linear motor 7 reversing takes uphill downhill.
  • the Vehicle 2 is now braked by this so that it is still brought to a standstill in the first linear motor 7 in the first block section BA1 beginning before the first linear motor 7 in the region of the first linear motor 7.
  • the vehicle 2 is accelerated by the first linear motor 7 so that it can overcome the first hill section 3 and joins a normal driving situation as described above.
  • the vehicle 2 is not, or only slightly accelerated when passing the second linear motor 8, so that it can not overcome the second hill section 5.
  • the vehicle 2 comes to a stop on the second hill portion 5 in the direction of travel FR before the second high point 6, before it changes its direction of travel due to the force of gravity and is accelerated in the direction of the first high point 4.
  • the vehicle 2 on the second linear motor 8 When now passing the second linear motor 8, the vehicle 2 on the second linear motor 8, if necessary, either slowed down or accelerated so that it just can not overcome the first hill section 3 but now and seen in the normal direction FR behind the first high point 4 am first hill section 3 comes to a standstill for a short time. Subsequently, the vehicle 2 again changes its direction of travel and is accelerated by gravity in the direction of the second linear motor 8. As soon as the vehicle 2 drives past the second linear motor 8, it can either be braked to a standstill, or else be accelerated again, for example in order to set a pendulum movement of the vehicle 2 between the two high points 4, 6. The vehicle 2 thus oscillates in this case in the pendulum area PB back and forth, and can be held by a correspondingly metered acceleration effect of the second linear motor 8, possibly even in this oscillating movement in the pendulum area PB.
  • the vehicle 2 can not be accelerated or decelerated by the second linear motor 8 at a corresponding position of the high points, so that it freely executes a pendulum movement in the pendulum area PB between the two high points 4, 6 before it eventually reaches the area of the second linear motor 8 comes to a standstill.
  • the vehicle 2 is accelerated out of standstill by the correspondingly large-dimensioned second linear motor 8 so that it can overcome the second hill section 5 and joins a normal driving situation as described above.
  • the 3rd possibility to bring the vehicle 2 to a standstill in the area of the first block section BA1 essentially corresponds to the second possibility.
  • the vehicle is decelerated completely to standstill by the second linear motor 8.
  • the vehicle 2 is accelerated by the second linear motor 8 so that it can overcome the second hill section 5 and joins a normal driving situation as described above.
  • the vehicle 2 after it has overcome the first high point 4, be completely decelerated by the latter when passing the second linear motor 8, so that it comes to a standstill in the region of the second linear motor 8.
  • the vehicle 2 is accelerated by the second linear motor 8 so that it can overcome the second hill section 5 and joins a normal driving situation as described above.
  • Fig. 2 is a plan view of a ride 12 with a section of the invention 1 and a station 11 with a station brake 13 shown.
  • the entire route is divided into three block sections BA0, BA1 and BA2.
  • the block section BA0 begins in the direction of travel FR seen behind the station brake 13 and in front of the station 11 and ends shortly behind the station 11.
  • the block section BA1 begins in the direction of travel FR seen behind the station brake 13 and in front of the station 11 and ends shortly behind the station 11.
  • the first block section BA1 which ends at the second high point 6.
  • the second block section BA2 starts at the second high point 6 and ends between Visualsbremse 13 and station 11th
  • the ride 12 also has a measuring device.
  • the measuring device is operatively connected to a (not shown) control of the driving business.
  • the controller monitors the driving situation of the vehicles 2 and grants for the individual vehicles 2 clearances for entry into the next block section, if this is not blocked.
  • the measuring device is arranged along the route and not on the vehicle 2 so as to keep the vehicles easily.
  • the measuring device can also be arranged alternatively or additionally on the vehicle.
  • the measuring device has a first measuring point 9 and a second measuring point 10.
  • the first measuring point 9 which is arranged at the first high point 4, for example, the volume of the passengers of the vehicle 2 can be measured. If these generate a correspondingly high volume level, the measuring device can deliver a corresponding signal to the controller. This then ensures that the vehicle 2 can not enter into the second block section BA2, but executes a pendulum movement in the pendulum area PB.
  • the second measuring point 10 viewed in the direction of travel FR, is arranged shortly before the second linear motor 8 within the interactive decision path IE and may likewise be a volume measuring device. This measures the volume level generated by the passengers of the vehicle 2. If the volume level is correspondingly high, the measuring device can give a signal to the controller that the vehicle 2 is kept in a pendulum motion in the pendulum area PB.
  • the passengers of the vehicle 2 can actively influence the driving situation by their behavior, which significantly increases the fun factor and the entertainment and thus the attractiveness of the ride according to the invention.
  • the passengers of the vehicle 2 do not influence the driving situation by their behavior, but that the behavior outside of the ride of spectators, such as movements or volume, etc., is detected in order to change the movement of the vehicle 2 in a targeted manner.
  • the spectators can be equipped with light pistols, which are then "shot" onto corresponding reflectors on the vehicle 2.
  • the driving situation of the vehicle 2 is changed, for example, it is braked and / or offset in a pendulum movement in the pendulum area PB.

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  • Electric Propulsion And Braking For Vehicles (AREA)
  • Motorcycle And Bicycle Frame (AREA)

Claims (16)

  1. Tronçon de voie (1) comprenant au moins un rail pour un manège sur rail (12) avec au moins un véhicule (2), divisé en un premier et un deuxième canton (BA1, BA2), dans lequel le premier canton (BA1) présente une première portion en forme de côte (3) avec un premier sommet (4) et une deuxième portion en forme de côte (5) avec un deuxième sommet (6) et prenant fin au deuxième sommet (6), dans lequel le deuxième canton (BA2) commence au deuxième sommet (6) et présente un parcours au choix, dans lequel se trouvent, dans le premier canton (BA1), un premier entraînement linéaire (7) dans le sens de la marche (FR) en amont du premier sommet (4), et un deuxième entraînement linéaire (8) entre le premier sommet (4) et le deuxième sommet (6),
    caractérisé en ce que
    les positions des deux sommets (4, 6) l'un par rapport à l'autre et la conception des entraînements linéaires (7, 8) par rapport à leur puissance de freinage sont déterminés de manière à ce que le véhicule (2) puisse s'arrêter dans la zone du premier canton (BA1) en cas de défaut du déclenchement d'entrée dans le deuxième canton (BA2).
  2. Tronçon de voie (1) selon la revendication 1,
    caractérisé en ce que
    les positions des deux sommets (4, 6) l'un par rapport à l'autre et la conception des entraînements linéaires (7, 8) par rapport à leur puissance de freinage sont déterminés de manière à ce que le véhicule (2) puisse s'arrêter dans la zone entre le premier et le deuxième sommet (4, 6) du premier canton (BA1) en cas de défaut du déclenchement d'entrée dans le deuxième canton (BA2).
  3. Tronçon de voie (1) selon la revendication 1,
    caractérisé en ce que
    les positions des deux sommets (4, 6) l'un par rapport à l'autre sont déterminées de manière à ce que le véhicule (2) puisse s'arrêter dans la zone entre le premier et le deuxième sommet (4, 6) du premier canton (BA1) en cas de défaut du déclenchement d'entrée dans le deuxième canton (BA2).
  4. Tronçon de voie (1) selon la revendication 1,
    caractérisé en ce que
    les positions des deux sommets (4, 6) l'un par rapport à l'autre et la conception des entraînements linéaires (7, 8) par rapport à leur puissance de freinage sont déterminés de manière à ce que le véhicule (2) puisse s'arrêter dans la zone du premier canton (BA1), dans la zone en amont du premier sommet (4), en cas de défaut du déclenchement d'entrée dans le deuxième canton (BA2).
  5. Tronçon de voie (1) selon l'une quelconque des revendications précédentes 1 à 3,
    caractérisé en ce que
    les positions des deux sommets (4, 6) et l'effet de freinage du deuxième entraînement linéaire (8) sont déterminés de manière à ce que le véhicule (2) puisse osciller entre le premier et le deuxième sommet (4, 6, PB) afin de réduire son énergie cinétique.
  6. Tronçon de voie (1) selon l'une quelconque des revendications précédentes 1 à 3,
    caractérisé en ce que
    les positions des deux sommets (4, 6) sont déterminées de manière à ce que le véhicule (2) puisse osciller librement entre le premier et le deuxième sommet (4, 6, PB) afin de réduire son énergie cinétique.
  7. Tronçon de voie (1) selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la puissance d'entraînement du deuxième entraînement linéaire (8) est déterminée, par rapport à la position du deuxième sommet (6), de manière à ce que le deuxième entraînement linéaire (5) fasse démarrer un véhicule à l'arrêt de sorte qu'il puisse entrer dans le deuxième canton (BA2) en franchissant le deuxième sommet (6).
  8. Tronçon de voie (1) selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le premier sommet (4) se trouve au maximum à la même hauteur que le deuxième sommet (6).
  9. Méthode de traversée d'un tronçon de voie (1), selon l'une quelconque des revendications précédentes, avec un véhicule (2) présentant les étapes suivantes :
    - accélération du véhicule (2) à l'aide d'un premier entraînement linéaire (7) pour franchir le premier sommet (4 ; et
    - accélération du véhicule (2) en activant la fonction d'entraînement du deuxième entraînement linéaire (8) pour franchir le deuxième sommet (6) et l'entrée dans le deuxième canton (BA2) lorsque le deuxième canton (BA2) est libéré ; ou
    - création d'un changement de sens de la marche du véhicule (2) dans la deuxième portion en forme de côte (5) en désactivant ou en maintenant désactivé le mode d'entraînement du deuxième entraînement linéaire (8) lorsque l'entrée dans le deuxième canton (BA2) n'est pas déclenchée.
  10. Méthode selon la revendication 9,
    caractérisée en ce que
    en cas de défaut du déclenchement d'entrée dans le deuxième canton (BA2), le véhicule (2) puisse être freiné et arrêté dans le premier canton (BA1), après la création d'un changement de sens de la marche dans la deuxième portion en forme de côte (5), au moins en oscillant entre les deux sommets (4, 6) et/ou grâce au premier entraînement linéaire (7).
  11. Méthode selon la revendication 9 ou 10,
    caractérisée en ce que
    en cas de défaut du déclenchement d'entrée dans le deuxième canton (BA2), au moins l'un des deux entraînements linéaires (7, 8) passe en mode freinage pour arrêter le véhicule (2) dans le premier canton (BA1).
  12. Manège (12) avec au moins un véhicule (2) et un tronçon de voie (1), selon l'une quelconque des revendications 1 à 8,
    dans lequel le manège (12) présente un dispositif de commande commandant le déplacement du au moins un véhicule (2) et un dispositif de mesure associé à ce dispositif de commande, caractérisé en ce que
    le dispositif de mesure est un dispositif de mesure évaluant le comportement des passagers du véhicule (2) et/ou des spectateurs.
  13. Manège (12) selon la revendication 12,
    caractérisé en ce que
    le dispositif de mesure présente un appareil de mesure de l'intensité sonore (7, 8), un appareil de mesure de la luminosité, un appareil de mesure du déplacement et/ou un appareil similaire.
  14. Manège (12) selon la revendication 12 ou 13,
    caractérisé en ce que
    le dispositif de mesure se trouve dans la zone du tronçon de voie (1), mais en dehors du au moins un véhicule (2).
  15. Manège (12) selon l'une quelconque des revendications 12 à 14,
    caractérisé en ce que
    le dispositif de mesure se trouve sur le véhicule (2).
  16. Manège (12) selon l'une quelconque des revendications 12 à 15,
    caractérisé en ce que
    le dispositif de commande est conçu de manière à automatiser un déclenchement d'entrée dans le deuxième canton (BA2) après une question de sécurité lorsque le deuxième canton (BA2) peut être librement emprunté et qu'au moins une valeur de mesure communiquée par le dispositif de mesure dépasse au moins une valeur limite précédemment indiquée dans le dispositif de commande.
EP13722772.4A 2012-05-30 2013-05-17 Tronçon de piste d'une attraction, procédé permettant de parcourir un tronçon de piste et attraction Active EP2854975B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012104687A DE102012104687B3 (de) 2012-05-30 2012-05-30 Streckenabschnitt für ein Fahrgeschäft, Verfahren zur Durchfahrt eines Streckenabschnitts sowie Fahrgeschäft
PCT/EP2013/060211 WO2013178482A1 (fr) 2012-05-30 2013-05-17 Tronçon de piste d'une attraction, procédé permettant de parcourir un tronçon de piste et attraction

Publications (2)

Publication Number Publication Date
EP2854975A1 EP2854975A1 (fr) 2015-04-08
EP2854975B1 true EP2854975B1 (fr) 2017-01-04

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EP13722772.4A Active EP2854975B1 (fr) 2012-05-30 2013-05-17 Tronçon de piste d'une attraction, procédé permettant de parcourir un tronçon de piste et attraction

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Country Link
US (1) US9919228B2 (fr)
EP (1) EP2854975B1 (fr)
CN (1) CN104507544A (fr)
DE (2) DE102012104687B3 (fr)
WO (1) WO2013178482A1 (fr)

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CN106056989B (zh) * 2016-06-23 2018-10-16 广东小天才科技有限公司 一种语言学习方法及装置、终端设备
KR102302917B1 (ko) * 2017-12-18 2021-09-15 현대모비스 주식회사 안전운전 지원 장치 및 방법
JP7221720B2 (ja) * 2019-02-14 2023-02-14 三菱重工機械システム株式会社 走行装置及び試験装置
CN110588364B (zh) * 2019-05-29 2020-10-23 诸暨市迅翔云科技有限公司 电动机转速修正方法
CN110341493B (zh) * 2019-05-29 2020-02-11 宿州市徽腾知识产权咨询有限公司 电动机转速修正机构
DE202019103340U1 (de) 2019-06-14 2019-07-04 Josef Wiegand GmbH & Co. KG Freitzeiteinrichtungen Einrichtung zum Transport von mindestens einem Fahrgast
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DE202013012061U1 (de) 2015-02-03
US9919228B2 (en) 2018-03-20
DE102012104687B3 (de) 2013-09-19
WO2013178482A1 (fr) 2013-12-05
US20150202536A1 (en) 2015-07-23
EP2854975A1 (fr) 2015-04-08
CN104507544A (zh) 2015-04-08

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