Locking unit for a passenger restraint device and method of testing the function of the locking unit

Abstract

The invention relates to a locking unit 10 for a passenger restraint device in a passenger ride unit of a ride system, wherein the locking unit 10 comprises a cylinder piston unit 11 with a piston rod 22, a hydraulic accumulator 12 and an electronic unit 88. The electronic unit 88 has a sensor unit 42 for monitoring the position of the piston rod 22. The electronic unit 88 is switchable into a first detection mode, wherein in the first detection mode the piston rod 22 is at least partially retracted. In the first detection mode the electronic unit 88 detects the actual position of the piston rod within a first reference period by means of the sensor unit 42 and compares the measured actual position with a first limit range stored in the electronic unit 88. When the actual position deviates from the first limit range, the electronic unit 88 generates a warning signal. Furthermore, the invention relates to a passenger ride unit with the locking unit 10 and a method for testing the function of the locking unit 10.

Description

Technical Field

[0001] The present invention relates to a locking unit for a passenger restraint device, a ride passenger unit including a passenger restraint device and a locking unit, and a method for testing the function of the locking unit. Background Technology

[0002] For safety reasons, amusement rides that exert significant forces or acceleration on passengers are equipped with passenger restraint devices. These devices secure passengers within the passenger receiving area, preventing them from leaving (seats, reclining areas, standing areas, etc.). Furthermore, depending on the amusement ride, the corresponding passenger restraint devices can further restrict the freedom of movement of the passengers. For example, DE3237684A1 or DE102019216083A1 disclose such amusement ride passenger units and passenger restraint devices.

[0003] Common restraint elements, such as restraint bars, secure passengers through the shoulders, chest, back, abdomen, hips, and / or legs. These restraint bars or other restraint elements are specifically pivotally connected to the structure of a passenger unit that also includes a passenger receiving area, thereby locking the passenger in several different positions according to their individual body shape.

[0004] The conventional locking system used here includes ratchet or similar mechanical locking gears. Based on existing hydraulic locking elements, hydraulic oil is typically sealed within the hydraulic cylinder's working chamber, causing the oil volume to change as the restraint element or piston rod moves, thereby achieving the locking function. This allows the locking of the restraint element to be infinitely variable across different positions. The hydraulic cylinder, as part of the locking unit, not only performs the locking function of the restraint element but also possesses other functions. The hydraulic cylinder can be adaptively designed to actively open the restraint element after unlocking. Therefore, the restraint rods or other restraint elements in all passenger units of the amusement ride can be opened simultaneously via a related hydraulic regulator without passenger intervention, enabling rapid and smooth passenger changes. For this purpose, in addition to the then-typical double-acting hydraulic cylinder, the hydraulic regulator also includes a hydraulic accumulator and an electronic unit with a sensor unit. The hydraulic accumulator stores hydraulic oil during pressurization and stores energy using the hydraulic oil discharged from the hydraulic cylinder when the restraint element closes. Depending on the valve's open / closed position, the hydraulic cylinder pressurizes the restraint element via the hydraulic accumulator in a reverse flow manner, in the sense of opening the restraint element. To ensure the restraint elements can be closed or opened, the position of the piston rod can be monitored using a sensor unit. This minimizes potential safety risks even before the ride begins to move.

[0005] For these locking units, it is crucial to securely fasten the restraints to the desired closed position for safety purposes. Furthermore, even minor leaks can cause the restraints to loosen slightly over time, potentially leading to dangerous situations for passengers while the ride is in operation.

[0006] Therefore, the locking units must be tested regularly, typically several times a week, to ensure they function properly. For this purpose, mechanics install testing equipment between the passenger receiving area and the restraint components to test the sealing performance of the locking units. If one of the locking units fails to meet the sealing standards during functional testing, it must be replaced to minimize the risk of accidents.

[0007] Practice has proven that conducting this type of testing is highly reliable and useful. However, such functional testing is extremely time-consuming and costly. On the one hand, suitable testing equipment must be available; on the other hand, each locking unit of the amusement ride must be tested. Some modern amusement rides can accommodate 30 passengers. Assuming that the testing time for each locking unit is 10 minutes (installing the testing device, testing, and removing the testing device) and there are two locking units in each passenger reception area, the total testing time is expected to be as long as 10 hours. Of course, the total testing time can be shortened by equipping multiple testing devices and hiring mechanics, but this will lead to an increase in economic costs. Summary of the Invention

[0008] Therefore, the object of the present invention is to provide a locking unit for a passenger restraint device, thereby enabling faster and more economical functional testing. Furthermore, the object of the present invention is also to provide a method for correspondingly testing the function of the locking unit.

[0009] The locking unit according to claim 1 and the method for testing the function of the locking unit according to claim 9 can achieve the above-mentioned objective. The dependent claims describe preferred embodiments.

[0010] Compared to known locking units in the prior art, the locking unit according to the present invention is characterized in that the electronic unit can be configured to switch to a first detection mode. According to the present invention, in the first detection mode, the piston rod is at a first defined reference position, and the electronic unit is configured to detect the actual position of the piston rod within a first reference period in the first detection mode via a sensor unit. Then, the measured actual position can be compared with a first limit range stored in the electronic unit, and when the actual position deviates from the first limit range, the electronic unit is configured to generate a warning signal. For the purposes of this invention, the actual position can be understood as the pure movement of the piston rod, measured in millimeters per second.

[0011] In other words, for functional testing, the electronic unit of the locking unit is switched to a first detection mode, and the restraining element is moved to a defined reference position. During a reference period, the actual positions and the speed of the piston rod are monitored, preferably continuously. If the measured actual position is within the specifications according to the first limit range, it indicates that the locking unit's sealing is sufficiently good, thus ruling out the possibility of unintentional, at least partial, opening of the restraining element. The first reference period and the first limit range are matched so that acceptable movement of the piston rod will not trigger a warning signal.

[0012] This allows for simple movement of the constraint elements to their designated reference positions, eliminating the need for laborious installation and removal of the test equipment. It also enables simultaneous inspection of several locking units, minimizing the overall cost and time required for functional testing.

[0013] Preferably, the electronic unit is configured to selectively switch to a second detection mode, wherein the piston rod is in a second defined reference position in this second detection mode. According to the invention, in this second detection mode, the electronic unit is configured to detect the actual position of the piston rod within a second reference period via a sensor unit, and compare the measured positions with a second limit range stored in the electronic unit. Furthermore, the electronic unit is also configured to generate a warning signal when the actual position deviates from the second limit range. The second reference period differs from the first reference period. Alternatively or additionally, the second limit range differs from the first limit range. In this case, preferably, the first reference period is shorter than the second reference period. Furthermore, preferably, the second limit range is smaller than the first limit range. Preferably, the second defined reference position corresponds to the first defined reference position.

[0014] By selecting either the first or second testing mode, different functional testing schemes can be chosen. These could be rapid tests for routine daily testing or pre-operational testing, or more precise maintenance tests performed at intervals of several days. During these maintenance tests, the monitoring cycle for piston rod movement is longer. It is conceivable that, for example, the acceptable range of movement is greater before the ride starts and after the restraints close, as passengers often apply additional force to the restraints, causing the piston rod to move more rapidly. Furthermore, in the case of rapid testing, the reference period is significantly shortened, thus increasing the acceptable range of piston rod movement. Since maintenance tests are performed periodically without passengers, piston rod movement is only caused by leakage in the locking unit or environmental influences. In this respect, the limitation on the (preferably second) limit range is more stringent during maintenance testing than during rapid testing.

[0015] In this scenario, it is conceivable that the rapid testing is performed automatically when a selected event occurs before the ride is started, for example, after the restraint element closes. Preferably, the start of the ride is prevented after a warning signal is generated, so that the ride will not leave the station in the event of a negative functional test result.

[0016] Preferably, the first and / or second defined reference positions correspond to the minimum closed position of the passenger restraint device. Therefore, the actual position of the piston rod can theoretically be recorded within its maximum possible range of movement. Thus, the piston rod can be moved to a reference point that corresponds to the closed position of the restraint element occupied by the largest passenger.

[0017] Preferably, the electronic unit includes a memory, wherein the electronic unit is configured to detect at least partially the actual position of the piston rod via a sensor unit and store the respective actual positions in the memory. Preferably, the locking unit has a data interface for reading from the memory. The memory is preferably a non-volatile memory.

[0018] The stored data can be used to compare the wear of one locking unit with that of other locking units and to assess the occupancy of the ride. For example, based on the data, locking units in passenger reception areas that are used particularly frequently can be swapped with those in passenger reception areas that are used significantly less frequently after a certain period of time, so that the wear is more evenly distributed overall.

[0019] Preferably, the electronic unit includes an interface for connection to the ride control system. Specifically, the electronic unit is thus configured to centrally switch between a first detection mode and a second detection mode.

[0020] Furthermore, the amusement park ride passenger unit according to claim 8 can solve the above-mentioned problems. According to the present invention, the amusement park ride passenger unit includes the aforementioned passenger restraint device and locking unit, wherein the piston rod of the locking unit is connected to the passenger restraint device.

[0021] According to the present invention, a method for testing the function of the aforementioned locking unit is also provided. The method includes the following steps: moving a piston rod to a first defined reference position or a second defined reference position; switching an electronic unit to a first detection mode or a second detection mode; collecting the actual position within a first reference period in the first detection mode, or collecting the actual position within a second reference period in the second detection mode; comparing each actual position with a first limit range in the first detection mode or a second limit range in the second detection mode; and outputting a warning signal if the actual position deviates from the first limit range in the first detection mode or the second limit range in the second detection mode.

[0022] Preferably, the piston rod moves to a position corresponding to the fully opened passenger restraint device before moving to the first or second defined reference position, wherein the actual position of the piston rod is detected by the electronic unit. In this way, the preload of the accumulator can be checked. It is conceivable that if the piston rod cannot be moved to the position corresponding to the fully opened passenger restraint device, the electronic unit will output a warning signal.

[0023] Preferably, the electronic unit outputs an operating signal when the actual position falls within the first limit range in the first detection mode or within the second limit range in the second detection mode. This not only ensures a positive functional test result for the locking unit, but also allows the amusement park operator to save time and improve safety through this level of automation. Attached Figure Description

[0024] The present invention will now be explained in more detail with reference to the embodiments shown in the accompanying drawings. In the drawings:

[0025] Figure 1 This is a schematic diagram of the passenger unit of an amusement facility according to the present invention;

[0026] Figure 2 This is a cross-sectional view of the locking unit according to the present invention;

[0027] Figure 3 It is based on Figure 2 A schematic diagram of the hydraulic circuit of the locking unit shown.

[0028] Figure 4 yes Figure 2 Enlarged detail images; and

[0029] Figure 5 This is a flowchart of a method for testing the functional reliability of a locking unit according to the present invention. Detailed Implementation

[0030] Figure 1 Schematably, the amusement ride passenger unit includes a passenger receiving area 1 and a passenger restraint device 2. The passenger receiving area 1 is configured as a seat 5, which is mounted on the base structure 3 of the amusement ride, i.e., on a seat support 4. The passenger restraint device 2 includes a position-adjustable restraint element 6 presented in the form of a restraint bar 8, which is pivotally mounted on a joint 7 (as shown by arrow A) of the base structure 3 of the amusement ride. The restraint bar has a padded pressure plate 9, through which the passenger sitting on the seat 5 can be secured to the seat 5 by means of the thigh area near the buttocks.

[0031] The lockable locking unit 10 can act on the constraint rod 8. The locking unit 10 includes a cylinder piston unit 11 and a hydraulic accumulator 12. The hydraulic accumulator 12 is configured as a unit existing in the form of a spring piston accumulator 13, which includes a cylinder 14. Inside the cylinder 14, there is a free piston 15 guided in a sealed manner, thereby separating the spring chamber 16 and the hydraulic chamber 17 inside the cylinder 14. According to this embodiment, the spring is configured as a gas spring, and correspondingly, the spring chamber 16 is configured as a gas chamber 18. Next to the cylinder 14 of the spring piston accumulator 13, parallel to it is the cylinder 19 of the cylinder piston unit 11, which is configured as a differential cylinder 20. The spring piston accumulator 13 and the cylinder piston unit 11 can form a structural unit, that is, the cylinder 19 of the cylinder piston unit 11 and the cylinder 14 of the spring piston accumulator 13 are components of the integrated cylinder assembly 21. The piston rod 22 of the cylinder piston unit 11 is hinged to the constraint rod 8. Conversely, cylinder assembly 21 is hinged to seat support 4.

[0032] A special sealing device can be used to provide an airtight seal at the end of the spring chamber 16, thereby resisting even the high gas pressure commonly present there. For this purpose, the sealing device has a filling port 77 for filling the spring chamber 16 (or gas chamber 18) with spring gas. The filling port 77 (e.g.) Figure 2 The feature shown is that it has a two-stage seal. The primary sealing element 82 is formed by pressing the insert 81 into the filling port 80 to press against the check valve 79, where only a portion of the insert is shown in the figure. The secondary sealing element 83 is formed by a screw plug 84. The locking unit 10's function is made possible by this particularly reliable sealing method; this is because accurately setting the pilot air pressure (and maintaining the set pilot air pressure) in the spring chamber 16 is crucial to determining whether the locking unit 10 is suitable for a particular application. A filling port equivalent to the gas side is provided on the oil side 85. Figure 2 Not shown in detail.

[0033] Figure 2A detailed view of the cylinder assembly 21 is shown. Thus, the cylinder 14 of the spring-piston accumulator 13 is composed of a cylinder housing 23, which is detachably mounted on the switch plate 35 of the connecting block 25. As shown, the cylinder housing 23 is detachably mounted on the switch plate 35 via threads 68 and seals 69, allowing the entire hydraulic accumulator 12 to be fixed as a single unit to or removed from the switch plate 35. The cylinder assembly 21 also includes an extruded double-tube profile 86. Furthermore, the cylinder housing 23 is guided within a tubular portion 33 of the extruded double-tube profile 86, which radially surrounds the cylinder housing 23. The connecting block 25 also extends through one end face of the cylinder 19 in the cylinder-piston unit 11. The cylinder 19 portion of the cylinder-piston unit 11 is formed by another tubular portion 87 of the double-tube profile 86, and further employs a double-tube structure. The dual-tube structure has an outer tube 26 and an inner tube 27, a head 28 and a bottom 29, wherein an annular space 30 exists between the inner tube 27 and the outer tube 26. This annular space 30 communicates with the piston rod working space 32 of the cylinder 19 through a hole 31 in the inner tube 27, wherein the working space 32 is defined by the piston 46 of the piston rod 22. Furthermore, a sealing cap 24 is provided on one side of the head 28.

[0034] The connecting block 25, including the switch plate 35, also includes a sealing plate 34. The cylinder 19 of the cylinder piston unit 11 is clamped between the sealing cap 24 and the connecting plate 34. The corresponding components are tightened by corresponding pull rods.

[0035] The switch plate 35 has an integrated pipeline and valve assembly, which is hydraulically connected to the hydraulic chamber 17 of the hydraulic accumulator 12 and the cylinder piston unit 11. In the pipeline and valve assembly, channels 36 communicate via corresponding adapters 37 with channels 38 located in the bottom 29 of the switch plate 35. These channels 38 lead to the piston working chamber 39 or annular chamber 30, which is separated from the piston rod working chamber 32 by the piston 46. The switch plate 35 also has an electrical switch interface 40 through which the switching solenoid 41 of the valve integrated in the pipeline and valve assembly can be controlled.

[0036] Furthermore, the cylinder piston unit 11 includes an electronic unit 88 with a sensor unit 42 configured as a piston position sensor. The piston position sensor 42 includes a spindle 43. This spindle extends parallel to the cylinder axis X, is axially fixed and rotatably mounted relative to the cylinder 19, and includes a threaded portion 44 with a large-pitch thread that can penetrate into the cavity 45 of the piston 46 or piston rod 22. The threaded portion 44 interacts with a corresponding spindle nut 47 disposed on the piston 46, thereby converting the linear movement of the piston rod 22 or piston 46 along the cylinder axis X into rotation of the spindle 43 about its axis. To detect this rotation of the spindle, a transducer 48 is disposed in the cylinder 19, specifically in its bottom 29. The transducer 48 is configured as a non-contact rotary transducer capable of emitting a signal and, upon sensing the actual position of the piston rod 22 or piston 46, switching that signal to a connected electrical control interface. An electronic evaluation circuit 89 is connected to the control interface, as will be described in detail below.

[0037] In this embodiment, the spindle nut 47 is fully housed in the bore of the piston 46 and secured therein by a serrated ring 54. The spindle 43 is configured to comprise two parts, specifically a body portion 55 with steeply threaded surfaces and an end piece 56 screwed onto the body portion 55. Regarding the bearings of the spindle 43, the inner ring (not shown) of a rolling bearing 57 is fixed to the spindle 43, which is located in the transition region from the body portion 55 to the end piece 56. As shown, the inner ring of the rolling bearing 57 is sandwiched between a first shoulder 58 located on the body portion 55 and a second shoulder 59 located on the end piece 56. For precise and backlash-free support of the spindle 43 in both the axial and radial directions, the rolling bearing 57 is configured as a double-row ball bearing capable of operating under oil. The outer ring (also not shown) of the rolling bearing 57 is supported in a bearing insert 60, which is inserted into a bore in the bottom 29 and sealed to the bottom 29 by a sealing ring 61. The bearing insert 60 is sealed relative to the end piece 56 of the main shaft 43 by the sealing ring 62. The composite of the rolling bearing 57 and the bearing insert 60 is clamped onto the bushing 64 by the serrated ring 63. The bushing 64 can also fix the fixing parts of the transducer 48 or the sensor 74, respectively. See also Figure 4 As shown.

[0038] The rotating element 67 of the transducer (non-contact rotary transducer) 48 is fixed to the portion of the end piece 56 that passes through the bushing 64. As shown, the rotating element 67 is fixed by a pin 65 that extends through the bushing 64 and the rotating element 67.

[0039] like Figure 2As shown, the electronic evaluation circuit 89 includes a memory and is supported in a receiving space 66 of the circuit board 35. An interface 72, configured as a contact socket 71, is connected to a cover 70 for closing the space. This interface 72 is connected to a higher-level controller (not shown) of the amusement ride. Furthermore, the memory can be read out via interface 72. However, it is also conceivable that the memory can be read out via a separate interface, such as via an NFC interface. The electronic evaluation circuit 89 is connected to the mounting component 74 of the transducer 48 via a signal line 73.

[0040] like Figure 3 As shown in the hydraulic circuit diagram, a 2 / 2 valve, the switching valve 49, is fluidly disposed between the hydraulic accumulator 12 and the piston rod working chamber 32. Without actuation of the associated switching solenoid 41, the switching valve 49 is in a neutral position. Figure 3 The safety position shown allows fluid to flow from the piston working chamber 39 of the differential cylinder 20 to the piston rod working chamber 32 via a one-way valve 50, but prevents it from flowing in the opposite direction. Therefore, in this safety position, the restraint lever 8 can be moved closer to the seat 5, rather than further away. By applying pressure to the switching solenoid 41 associated with the switching valve 49, the switching valve 49 can be switched to a second position, where pressure can also be applied manually via the trigger 51 in an emergency. In this position, an unlocked floating position is provided, where the hydraulic accumulator 12 can pressurize the piston working chamber 39 and the piston rod working chamber 32 of the differential cylinder 20 via pipelines and valves. In this floating position, a force acts on the restraint lever 8 to open it when no external force is applied. However, in the floating position, the restraint lever 8 can be manually moved to its closed position to counteract the opening force.

[0041] The pipeline and valve assembly also includes a second switching valve 52, also configured as a 2 / 2 valve and actuated by the associated switching solenoid 41. This second switching valve forms a shut-off valve 53, which, when the associated switching solenoid is actuated, locks the hydraulic oil in the differential cylinder 20, thereby blocking the differential cylinder 20 and fixing the position of the piston rod 22. Therefore, the restraint rod 8 is also fixed in its corresponding position, particularly in its fully open position, thus enabling the restraint rod 8 to be used as an inlet auxiliary tool.

[0042] The following will refer to Figure 5 The various modes of electronic unit 88 are described in detail.

[0043] The electronic unit 88 can be switched to either a first or second detection mode via the higher-level ride control system. During normal operation of the amusement ride, an operating mode can be activated, and the actual position of the piston rod 22 in a stationary state, determined by the piston position sensor 42, can be stored in a memory with a pre-defined resolution. This data can be used, for example, to evaluate the sealing performance of the locking unit 10 and detect creeping wear.

[0044] Furthermore, data on the actual position of the piston rod 22 stored in the memory can also be used to assess the occupancy of the entertainment system. For example, based on the aforementioned data, the locking unit 10 of the passenger seat 1 used particularly frequently can be swapped with the locking unit 10 of the passenger seat 1 used significantly less frequently after a certain period of time, so as to make the wear more even overall.

[0045] When the upper-level passenger control system switches the electronic unit 88 to the first detection mode, it can first check whether the restraint element 6 is closed or whether the piston rod 22 is in a predetermined position. The first reference period only begins when the piston rod 22 is correspondingly in the first defined reference position, at which time the actual position of the piston rod 22 can be detected by the piston position sensor 42. In this exemplary embodiment, the first defined reference position corresponds to the minimum closed position of the passenger restraint device 2 or the restraint element 6. Once the first reference period has elapsed, the electronic unit 88 compares the measured actual position with the first limit range. If all measured actual positions are within the first limit range, the locking unit 10 is considered sufficiently tight, and an operation signal is output to the upper-level passenger control system. It should be noted that the first reference period and the first limit range can generally be freely defined. Furthermore, the first detection mode can also be defined as a rapid detection mode, so that automatic detection is performed at fixed time intervals before facility activation.

[0046] Therefore, the upper-level passenger control system can switch the electronic unit 88 to a second detection mode for maintenance checks. In this mode, it is first necessary to check whether the restraint element 6 is closed or whether the piston rod 22 is in a predetermined position. The second reference period begins only when the piston rod 22 is in the corresponding second defined reference position. At this time, the actual position of the piston rod 22 can be detected by the piston position sensor 42. In this exemplary embodiment, the second defined reference position is the same as the first defined reference position and corresponds to the minimum closed position of the passenger restraint device 2 or the restraint element 6. Once the second reference period has elapsed, the electronic unit 88 compares the measured actual position with the second limit range. If all measured actual positions are within the second limit range, the locking unit 10 is considered sufficiently tight, and an operating signal is output to the upper-level passenger control system. Similarly, in the second detection mode, the second reference period and the second limit range can be freely defined. Furthermore, it is conceivable that the piston rod 22 could be moved in advance to a position corresponding to the fully opened passenger restraint device 2 to detect the actual position of the piston rod 22. If this position is not reached, the electronic unit 88 will issue a warning signal, thereby allowing conclusions such as insufficient preload of the hydraulic accumulator 12 to be inferred.

[0047] The difference between the first detection mode (rapid detection) and the second detection mode (maintenance detection) is that maintenance detection monitors the movement of piston rod 22 over a longer period. Since maintenance detection is performed periodically without passengers, movement of piston rod 22 will only occur if the locking unit 10 leaks or is affected by environmental factors. Therefore, the limitation on the second limit range during maintenance detection is generally more stringent than during rapid detection.

[0048] List of reference numerals

[0049] 1 Passenger Reception Area

[0050] 2 Passenger restraint devices

[0051] 3. Base Structure

[0052] 4 Seat support components

[0053] 5 seats

[0054] 6. Constraint Elements

[0055] 7 Connectors

[0056] 8. Constraint bars

[0057] 9. Pressure plate

[0058] 10 Locking Units

[0059] 11 Cylinder Piston Unit

[0060] 12 Hydraulic accumulators

[0061] 13. Spring-piston accumulator

[0062] 14 cylinders

[0063] 15 Free Piston

[0064] 16 Spring Chambers

[0065] 17 Hydraulic Chamber

[0066] 18 Gas Chamber

[0067] 19 cylinders

[0068] 20 Differential cylinder

[0069] 21 Cylinder Assembly

[0070] 22 Piston rod

[0071] 23 Cylinder housing

[0072] 24 Sealing cap

[0073] 25 Connecting Blocks

[0074] 26 outer tubes

[0075] 27 Inner tube

[0076] 28 heads

[0077] 29 Bottom

[0078] 30. Circular space

[0079] 31 holes

[0080] 32 Piston rod working space

[0081] 33 Tubular portion

[0082] 34. Enclosed panel

[0083] 35 Switchboard

[0084] 36 channels

[0085] 37 Adapter

[0086] 38 channels

[0087] 39 Piston Studio

[0088] 40 Switch Interface

[0089] 41 Switching Solenoid

[0090] 42 Sensor Unit / Piston Position Sensor

[0091] 43 Spindle

[0092] 44 Threaded section

[0093] 45 Cavity

[0094] 46 Pistons

[0095] 47 Spindle Nut

[0096] 48 transducers

[0097] 49. Switch valve

[0098] 50 Check Valve

[0099] 51 trigger

[0100] 52 Switch valve

[0101] 53. Shut-off valve assembly

[0102] 54 Serrated Ring

[0103] 55 Main body

[0104] 56 terminal components

[0105] 57 Rolling bearings

[0106] 58 First shoulder

[0107] 59 Second shoulder

[0108] 60 Bearing insert

[0109] 61 Sealing ring

[0110] 62 Sealing ring

[0111] 63. Serrated Ring

[0112] 64 Bushing

[0113] 65 pin

[0114] 66 Receiving Space

[0115] 67 Rotating component

[0116] 68 thread

[0117] 69. Seals

[0118] 70 Cover

[0119] 71 Contact socket

[0120] 72 interface

[0121] 73 signal lines

[0122] 74 Sensors / Fixed Components

[0123] 77 Filling port

[0124] 79 Check Valve

[0125] 80 Filling port

[0126] 81 Inserts

[0127] 82 Main sealing element

[0128] 83 secondary sealing elements

[0129] 84 Screw Plug

[0130] 85 oil side

[0131] 86 Extruded bitubular profiles

[0132] 87 Tubular portion

[0133] 88 electronic units

[0134] 89 Evaluation Circuit

Claims

1. A locking unit (10) applicable to a passenger restraint device (2) of a ride passenger unit, said locking unit (10) comprising: A cylinder piston unit (11) with a piston rod (22), a hydraulic accumulator (12), and an electronic unit (88). The electronic unit (88) has a sensor unit (42) for monitoring the position of the piston rod (22). Its features are, The electronic unit (88) is configured to switch to a first detection mode, in which the piston rod (22) is in a first defined reference position; and the electronic unit (88) is also configured to, in the first detection mode, detect the actual position of the piston rod within a first reference period via the sensor unit (42), and compare the measured actual position with a first limiting range stored in the electronic unit (88); and Wherein, when the actual position deviates from the first limit range, the electronic unit (88) is configured to generate a warning signal; The first detection mode is rapid detection.

2. The locking unit (10) according to claim 1. Its features are, The electronic unit (88) is configured to selectively switch to a second detection mode, in which the piston rod (22) is in a second defined reference position; and the electronic unit (88) is also configured to, in the second detection mode, detect the actual position of the piston rod (22) within the second reference period via the sensor unit (42), and compare the measured actual position with the second limit range stored in the electronic unit (88), and Wherein, when the actual position deviates from the second limit range, the electronic unit (88) is configured to generate a warning signal, wherein the second reference period is different from the first reference period, and / or wherein the second limit range is different from the first limit range; The second detection mode is maintenance detection. By selecting the first or second detection mode, different functional test schemes can be selected.

3. The locking unit (10) according to claim 2, characterized in that, The first reference period is shorter than the second reference period.

4. The locking unit (10) according to claim 2 or 3, characterized in that, The second limit range is smaller than the first limit range.

5. The locking unit (10) according to claim 2, characterized in that, The first defined reference position and / or the second defined reference position correspond to the minimum closed position of the passenger restraint device (2).

6. The locking unit (10) according to claim 1, characterized in that, The electronic unit (88) includes a memory and is configured to detect, at least partially, the actual position of the piston rod (22) by means of the sensor unit (42) and store the measured actual position in the memory.

7. The locking unit (10) according to claim 1, characterized in that, The electronic unit (88) includes an interface (72) for connecting to the ride control system.

8. Passenger units for amusement rides, including: The passenger restraint device (2) and the locking unit (10) according to any one of claims 1 to 7, wherein the piston rod (22) of the locking unit (10) is connected to the passenger restraint device (2).

9. A method for testing the function of the locking unit (10) according to claim 2, the method comprising the following steps: Move the piston rod (22) to either the first or the second defined reference position. Switch the electronic unit (88) to the first detection mode or the second detection mode. The actual location is collected within a first reference period under the first detection mode, or the actual location is collected within a second reference period under the second detection mode. The actual position is compared with the first limit range in the first detection mode or the second limit range in the second detection mode. If the actual position deviates from the first limit range in the first detection mode or the second limit range in the second detection mode, a warning signal is output.

10. The method according to claim 9, wherein, Before moving the piston rod (22) to the first defined reference position or the second defined reference position, the piston rod (22) is moved to a position corresponding to the fully opened passenger restraint device (2), wherein the actual position of the piston rod (22) is detected by the electronic unit (88).

11. The method according to claim 9 or 10, wherein, When the actual position falls within the first limit range in the first detection mode, or falls within the second limit range in the second detection mode, the electronic unit (88) outputs a running signal.

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