ADAPTIVE VELOCITY CONTROL SYSTEM AND METHOD

Abstract

Embodiments of the invention provide a braking safety system for controlling the velocity of a vehicle on an amusement attraction. The braking system includes a track assembly including a plurality of control surfaces configured to support and guide the vehicle on the amusement attraction, a carriage system for coupling the vehicle to the track assembly, and at least one adaptive braking system configured to adaptively control the velocity of the vehicle on the track assembly. In some embodiments, the at least one adaptive braking system is configured to engage at least one of the following: a passive element or an active element to reduce the velocity of the vehicle. In some embodiments, the at least one adaptive braking system is configured to enable speed reduction of the vehicle using either one or a combination of magnetic field interaction, aerodynamic drag, and friction.

Description

FIELD OF THE INVENTION

The present invention relates to amusement attractions. More particularly, the present invention relates to an adaptive velocity control safety system and method that permits riders to travel along pathways of the amusement attraction without exceeding excessive or unsafe speeds.

BACKGROUND

Amusement rides including ropes courses, zip-lines, and suspended roller coaster tracks and courses are a popular entertainment activity for both children and adults. Part of the attraction of traversing many of these courses is the thrilling experience of speed and lateral force upon the body as the riders travel along the attraction. The experience is oftentimes enhanced by the high elevation above the ground that a rider travels over, and the elevation change the rider experiences during the completion of a course. Rigid track based systems especially can provide a different and heightened experience then riding a traditional zip line. The varying steepness and curvilinear path can act to excite oscillations of the suspended mass, the rider, and excessive speed on this varying path can thereby excite excessive oscillation, creating a potential hazard. The total resistances to the vehicle motion, (e.g., wind resistance, friction, etc.) can depend on velocity, and the terminal velocity of a heavy rider will be higher than that of a light rider. This also means, all else being equal, a heavy rider is more likely to reach hazardous velocities than a light rider.

Track systems require carefully planned path designs to create planned rider paths with oscillations tracking along pre-determined paths for all rider weights. Moreover, the total elevation loss should be controlled so that riders of all possible weights do not experience a hazard caused by excessive velocity.

Complex track designs are expensive to manufacture, requiring steel tube bent to a parametric or piecewise-smooth curve, and require great expertise to design. It is therefore desirable to use combinations of standard track shapes which can be readily parameterized for manufacture on common tooling and equipment. However, due to the mass differences between potential riders, a vehicle having no adaptive speed control can create a hazard when carrying one or more heavy riders on conventional track systems.

SUMMARY

Some embodiments of the invention include a braking safety system for controlling the velocity of a vehicle on an amusement attraction. The braking system comprises a track assembly including a plurality of control surfaces configured to support and guide the vehicle on the amusement attraction, a carriage system for coupling the vehicle to the track assembly, and at least one adaptive braking system configured to adaptively control the velocity of the vehicle on the track assembly.

In some embodiments, the at least one adaptive braking system is configured to engage at least one of the following: a passive element or an active element to reduce the velocity of the vehicle. In some embodiments, the at least one adaptive braking system comprises an eddy current braking system. In some embodiments, the eddy current braking system includes at least one magnet mounted to the vehicle or an auxiliary fin on the vehicle, and/or at least one magnet coupled to the track assembly or an auxiliary fin on the carriage system. In some embodiments, the active element comprises an emergency brake system.

In some embodiments, the at least one adaptive braking system is configured to enable speed reduction of the vehicle using magnetic field interaction. In some embodiments, the magnetic field interaction is produced by at least one magnet mounted to a portion of the carriage system and configured to magnetically couple with at least one magnet located adjacent the track assembly.

In some embodiments, the at least one adaptive braking system produces aerodynamic drag. In some embodiments, the aerodynamic drag is created using a drag system comprising at least one of the following: a forced air system propelling air, a variable flow restriction, one or more parachutes, one or more sails, and one or more billowing clothes or drapes. In some further embodiments, the aerodynamic drag is adjustable and adaptively deployable.

Some embodiments of the invention include at least one adaptive braking system that is configured to reduce vehicle speed using friction. In some embodiments, the friction is created using at least one of the following: a rotary system, a centrifugal clutch, a disk brake, a cantilever clamp, and a snubber bearing. In some embodiments, the rotary system includes at least one of the following: a wheel, a rotary vane pump, and a torque converter.

DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a plurality of views of an amusement attraction including a harnessed section and utilizing a continuous safety or belay system according to one embodiment of the invention.

FIG. 2A illustrates a graph showing a representation of resistance force as a function of velocity modeled for an eddy current braking system according to one embodiments of the invention.

FIG. 2B illustrates a graph showing a representation of resistance force as a function of velocity squared modeled for a braking system including aerodynamic drag and other aerodynamic resistance devices according to one embodiments of the invention.

FIG. 2C illustrates a graph showing a representation of resistance force as a function of velocity cubed.

FIG. 2D illustrates a graph showing a representation of resistance force as a function of velocity to the fifth power.

FIG. 2E illustrates a graph showing a representation of resistance force as a function of velocity loosely representative of an active control system which activates a speed reduction system when a critical velocity is reached in accordance with one embodiment of the invention.

FIG. 2F illustrates a graph showing a step function multiplied by dependence on the square of velocity such as a clutch engaging an aerodynamic resistance system in accordance with at least one embodiment of the invention.

FIG. 3 illustrates a performance curve showing flow rate versus fan static pressure of a forward-curved-blade air handling unit showing the power consumption increasing as flow resistance is reduced in accordance with at least one embodiment of the invention.

FIG. 4A shows one representation of a flap closed requiring maximum force to open the flap in accordance with at least one embodiment of the invention.

FIG. 4B shows one representation of a flap open with the flap requiring minimal force to open further in accordance with at least one embodiment of the invention.

DETAILED DESCRIPTION

Before any embodiments of the invention are explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. The invention is capable of other embodiments and of being practiced or of being carried out in various ways. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. The use of “including,” “comprising,” or “having” and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. Unless specified or limited otherwise, the terms “mounted,” “connected,” “supported” and “coupled” and variations thereof are used broadly and encompass both direct and indirect mountings, connections, supports, and couplings. Further, “connected” and “coupled” are not restricted to physical or mechanical connections or couplings.

The detailed description of exemplary embodiments herein makes reference to the accompanying drawings and pictures, which show the exemplary embodiment by way of illustration and its best mode. While these exemplary embodiments are described in sufficient detail to enable those skilled in the art to practice the invention, it should be understood that other embodiments may be realized and that logical and mechanical changes may be made without departing from the spirit and scope of the invention. Thus, the detailed description herein is presented for purposes of illustration only and not of limitation. For example, the steps recited in any of the method or process descriptions may be executed in any order and are not limited to the order presented. Various modifications to the illustrated embodiments will be readily apparent to those skilled in the art, and the generic principles herein can be applied to other embodiments and applications without departing from embodiments of the invention. Thus, embodiments of the invention are not intended to be limited to embodiments shown, but are to be accorded the widest scope consistent with the principles and features disclosed herein. The following detailed description is to be read with reference to the figures, in which like elements in different figures have like reference numerals. The figures, which are not necessarily to scale, depict selected embodiments and are not intended to limit the scope of embodiments of the invention. Skilled artisans will recognize the examples provided herein have many useful alternatives and fall within the scope of embodiments of the invention. Moreover, any of the functions or steps may be outsourced to or performed by one or more third parties. Furthermore, any reference to singular includes plural embodiments, and any reference to more than one component may include a singular embodiment.

FIG. 1 shows a plurality of views of an example of an amusement attraction 700 including a harnessed section 702 which allows a user to climb, slide, or otherwise interact with a variety of differing features or activities of the amusement attraction 700. In the harnessed section 702, users are coupled (e.g., via a rope and/or track coupling element) to the amusement attraction 700 for safety purposes. In addition to suspended roller coasters or other vehicle types suitable for carrying riders, leaping paths, traversing paths, ziplines, and the like can be incorporated into any of a variety of designs for a desired amusement attraction. Further, in sonic systems, a continuous safety or belay system can allow users to traverse among multiple tracks and pathways at the rider's discretion.

In some embodiments, the amusement attraction 700, or other variations of the amusement attraction 700 can utilize an adaptive speed control system. This system can create a similar speed profile for all rider weights, and can limit the maximum velocity for all riders regardless of the total elevation loss experienced as the rider traverses a track system of the amusement attraction 700. The system can be inexpensive to manufacture, and some embodiments can lower the overall system cost by reducing the design complexity and costs of the track system.

Some embodiments of the invention can include adaptive brake systems that can comprise a passive element on a vehicle and an active element on the track. In some further embodiments, the adaptive brake systems can comprise an active element on a vehicle and a passive element on a track. Some other embodiments can include combination systems including passive and/or active elements on either or both of the vehicle and the track.

Some embodiments of the invention can include adaptive brake systems that can comprise a velocity control device that creates a force opposite to the direction of motion which is proportional or adaptive in some manner to the velocity. Further, some embodiments of the invention can include adaptive brake systems that can comprise a velocity control device that is able to apply a resistance that can further adapt so that the range of terminal velocities is compressed.

In some embodiments, adaptive braking systems with the passive element attached to the vehicle and an active element on track system can comprise an active element that is attached to the track and/or ground. In some embodiments, the active element can comprise emergency brakes similar to or the same as those used in roller coasters, emergency brakes used in elevators, and emergency brakes used in high speed trains. In the case of some roller coasters, for example, the passive element can comprise an aluminum fin located on the tracks, and one or more eddy current brake devices located at a fixed position, held out of engagement by solenoids. In some embodiments, these brakes systems can be engaged in an emergency or a power failure.

FIGS. 2A-2F include graphical data (with scales of force and velocity that are merely illustrative) that depict examples of how the range of terminal velocities is affected by the effect of different adaptive responses. For example, FIG. 2A is a graph showing a representation of resistance force as a function of velocity for an eddy current braking system according to one embodiment of the invention. As shown, the resistance force is linearly dependent on velocity, and the range of terminal velocity is five, in some embodiments of the invention, eddy current brake devices create force of this profile. For example, eddy current brakes are all directly proportional to velocity, and there can be a wide range of terminal velocities. In some embodiments, eddy current braking systems can include a direct and/or linear system of braking. For example, in some embodiments, the braking system can include magnets on one or more bogies. For example, in some embodiments, the eddy current braking systems can comprise magnets on front and/or rear bogies engaging a track assembly. In some embodiments, braking can be accomplished using an iron flat bar as a fin. In some other embodiments, braking can be accomplished using one or more magnets on the bogie using an auxiliary fin. For example, in some embodiments, the eddy current braking systems can comprise magnets on an auxiliary fin on front and/or rear bogies engaging a track assembly.

In some further embodiments, the eddy current braking systems can comprise one or more permanent magnets coupled to the track system, and an auxiliary fin on a bogie. For example, in some embodiments, the eddy current braking systems can comprise one or more permanent magnets coupled to the track system, and at least one auxiliary fin on front and/or rear bogies engaging the track system. In some other embodiments, the eddy current braking systems can comprise one or more electromagnets coupled to the track system, and at least one fin on a front and/or rear bogies engaging the track assembly.

In some further embodiments, the braking system can comprise at least one magnetic element configured to magnetically resist motion of the vehicle system on the track. For example, some embodiments can include a road wheel friction-coupled and/or rotary braking system using one or more magnetic resistance elements similar to that provided in conventional exercise equipment. Some embodiments, for example, can include a rotating disk and stationary magnets. For example, in some embodiments, motion of the rotating disk past one or more stationary magnets can induce a motion resisting force. In some further embodiments, the braking system can comprise one or more rotating magnets resistively coupled to a stationary disk.

FIG. 2B illustrates a graph showing a representation of resistance force as a function of velocity squared with a range of terminal velocity of 3.5 for a braking system including aerodynamic drag and other aerodynamic resistance devices according to some embodiments of the invention. For example, some adaptive braking systems can produce air or pneumatic drag that is proportional to the square of velocity. In some embodiments, these systems can comprise direct and/or linear acting systems including one or more parachutes, or one or more sails coupled to at least a portion of one or more vehicles coupled to a track system. In some embodiments, one or more parachutes or one or more sails can be partially or fully deployed. For example, in some embodiments, the adaptive braking system can deploy one or more parachutes, but not all available deployable parachutes. In some other embodiments, the adaptive braking system can selectively deploy one or more sails. In some further embodiments, the adaptive braking systems can comprise a combination of parachutes and sails, any one of which can be fully or partially deployed. In some embodiments, the adaptive braking systems can comprise a combination of parachutes and sails, any one of which can be fully or partially retracted and redeployed. In some further embodiments, the adaptive braking systems can comprise billowy clothing or other drapery. For example, in some embodiments, one or more riders or vehicles can include billowy clothing or other drapery that can be selectively deployed and/or retracted. In some other embodiments, the adaptive braking system can comprise a friction coupled road wheel and/or a rotary system including a fan-type air resistance unit (e.g., like a rowing machine). In some other embodiments, a pneumatic positive displacement pump and resistance system can be used to provide the adaptive braking.

Other examples where the braking drag is a function of the square of the velocity include fluid based systems such as liquid based braking systems. For example, some embodiments can comprise a friction coupled road wheel. Some other embodiments of the adaptive braking system comprise a rotary system including a rotary vane pump and/or a torque converter and/or a gear pump.

FIG. 2C illustrates a graph showing a representation of resistance force as a function of velocity cubed, where the range of terminal velocities is 2.7, and FIG. 2D illustrates a graph showing a representation of resistance force as a function of velocity to the fifth power, where the range of terminal velocities is 1.75. No single passive braking system creates these force profiles, and but are presented for informational purposes showing the profiles that can be generated by adaptive braking systems using a combination of the braking systems disclosed herein.

FIG. 2E illustrates a graph showing a representation of resistance force as a function of velocity loosely representative of an active control system which activates a speed reduction system when a critical velocity is reached in accordance with one embodiment of the invention. This embodiment includes a step function (i.e. “On/Off” control). In this example, all terminal velocities are identical, and FIG. 2E is generally representative of an active control system which activates a speed reduction system when a critical velocity is reached. It is also schematically representative of a centrifugal or other suitable clutch engaging a brake.

FIG. 2F is a graph showing a step function multiplied by dependence on the square of velocity in accordance with at least one embodiment of the invention. In some embodiments, the step function multiplied by the dependence on the square of the velocity can be achieved by a clutch engaging an aerodynamic resistance system.

In some embodiments, clutch systems can be used in friction-based braking systems. Friction can be modeled as normal force X friction factor (constant). Some embodiments include a braking system comprising a friction coupled road wheel and/or rotary system comprising a centrifugal clutch with a rigid mount coupling. Other embodiments can include a disk brake on road wheel, or a cantilever clamp (similar to the cantilever clamp used on a conventional bike wheel). In some embodiments, the braking system can comprise a direct and/or linear braking system including at least one snubber on a bogie bearing against a track system. For example, in some embodiments, at least one bogie (e.g., including at least one front and/or rear bogie) can comprise a snubber bearing against at least a portion of the track system.

Some embodiments of the adaptive control braking system can comprise at least one active forced air assembly. For example in some embodiments, at least one forced air assembly can be coupled to a vehicle to provide adaptive speed control. FIG. 3 illustrates a performance curve showing flow rate versus fan static pressure of a forward-curved-blade air handling unit showing the power consumption increasing as flow resistance is reduced in accordance with at least one embodiment of the invention. The tendency of reducing flow resistance causing greater power consumption forms the basis for creating some embodiments of the adaptive system. The inherent tendency for increasing rotational speed to also increase power consumption displays the second order behavior shown previously, in which the resistance is proportional to the square of velocity. In some embodiments of the braking system, if a variable flow restriction operates such that the restriction is closed until a critical speed, and then opens in some manner proportional to further velocity increases, the system response can comprise a combination of multiplication of the 2nd order aerodynamic resistance, the step function (the preloaded opening velocity) and the functional representation of the reduction of flow restriction with velocity (which will be linear or better). Some embodiments of the adaptive braking system can operate using this principle to provide an adaptive speed control of a vehicle within a track system.

In some embodiments, the aforementioned variable flow restriction can include at least one flap valve. FIG. 4A shows one representation of a flap closed requiring maximum force to open the flap in accordance with at least one embodiment of the invention. In some embodiments, the flap valve can be coupled by a four bar linkage to a torsion spring that can be arranged to provide maximum mechanical advantage to the spring at the beginning of the closed position, and maximum mechanical advantage to the flap at the open position. In some embodiments, the linkage can be easily tuned. In some further embodiments, the flap valve can use pinned connections throughout, and in some embodiments, one or more of the pinned connections can improved reliability. FIG. 4B shows one representation of a flap open with the flap requiring minimal force to open further in accordance with at least one embodiment of the invention. In some embodiments, the ease with which the flap is opened can be enhanced using a torsion spring. In some embodiments, a torsion spring with a low spring constant can be used, and the torsion spring can be maximally preloaded.

The previous description of the disclosed examples is provided to enable any person of ordinary skill in the art to make or use the disclosed methods and apparatus. Various modifications to these examples will be readily apparent to those skilled in the art, and the principles defined herein may be applied to other examples without departing from the spirit or scope of the disclosed method and apparatus. The described embodiments are to be considered in all respects only as illustrative and not restrictive and the scope of the invention is, therefore, indicated by the appended claims rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the disclosed apparatus and methods. The steps of the method or algorithm may also be performed in an alternate order from those provided in the examples.

Claims

1. A braking safety system for controlling the velocity of a vehicle on an amusement attraction comprising; a track assembly including a plurality of control surfaces configured to support and guide the vehicle on the amusement attraction;a carriage system for coupling the vehicle to the track assembly; andat least one adaptive braking system configured to adaptively control the velocity of the vehicle on the track assembly.

2. The braking safety system of claim 1, wherein the at least one adaptive braking system is configured to engage at least one of the following: a passive element or an active element to reduce the velocity of the vehicle.

3. The braking safety system of claim 1, the at least one adaptive braking system comprises a velocity control device that creates a force opposite to the direction of motion which is proportional or adaptive to the velocity of the vehicle.

4. The braking safety system of claim 3, the at least one adaptive braking system comprises an eddy current braking system.

5. The braking safety system of claim 4, wherein the eddy current braking system includes at least one magnet mounted to the vehicle or an auxiliary fin on the vehicle, and/or at least one magnet coupled to the track assembly or an auxiliary fin on the carriage system.

6. The braking system of claim 2, wherein the active element comprises an emergency brake system.

7. The braking safety system of claim 2, wherein the passive element or the active element is on either or both of the vehicle and the track assembly.

8. The braking safety system of claim 1, wherein the at least one adaptive braking system is configured to enable speed reduction of the vehicle using magnetic field interaction.

9. The braking safety system of claim 8, wherein the magnetic field interaction is produced by at least one magnet mounted to a portion of the carriage system and configured to magnetically couple with at least one magnet located adjacent the track assembly.

10. The braking safety system of claim 8, wherein the at least one adaptive braking system comprises a road wheel friction-coupled and/or rotary braking system using one or more magnetic resistance elements.

11. The braking safety system of claim 8, wherein the at least one adaptive braking system comprises a rotating disk and one or more stationary magnets wherein the motion of the rotating disk passing the one or more stationary magnets induces a motion resisting force.

12. The braking safety system of claim 8, wherein the at least one adaptive braking system comprises one or more rotating magnets resistively coupled to a stationary disk.

13. The braking safety system of claim 1, wherein the at least one adaptive braking system produces aerodynamic drag.

14. The braking safety system of claim 13, wherein the aerodynamic drag is created using a drag system comprising at least one of the following: a forced air system propelling air, a variable flow restriction, one or more parachutes, one or more sails, and one or more billowing clothes or drapes.

15. The braking safety system of claim 14, wherein the aerodynamic drag is adjustable and adaptively deployable.

16. The braking safety system of claim 14, wherein the variable flow restriction comprises a flap valve coupled by a linkage to a torsion spring.

17. The braking safety system of claim 1, wherein the at least one adaptive braking system is configured to reduce vehicle speed using friction.

18. The braking safety system of claim 17, wherein the friction is created using at least one of the following: a rotary system, a centrifugal clutch, a disk brake, a cantilever clamp, and a snubber bearing.

19. The braking safety system of claim 18, wherein the rotary system includes at least one of the following: a wheel, a rotary vane pump, and a torque converter.