Passenger car for a transport business, method for operating such a passenger car and transport business with such a passenger car

Description

[0001] The present invention relates to a passenger accommodation for a ride, a method for operating such a passenger accommodation and a ride with such a passenger accommodation.

[0002] To operate passenger rides profitably, the attractiveness of the rides plays a very important role. Therefore, the aim is to create as many surprising ride experiences as possible for passengers. In the case of roller coasters, these ride experiences are realized with loops, sharp turns, sections with steep gradients, and spiral sections.

[0003] These ride experiences can only be realized if the passengers can be safely restrained in the ride. For this purpose, the rides have a number of vehicles with passenger restraints into which passengers can sit, stand or lie down. In the passenger restraints, passengers are secured using restraint devices, which often include safety bars. For this purpose, the safety bars are adjusted from an open position, in which access to the passenger restraint is granted to the passenger, to a closed position, in which the passenger in the passenger restraint interacts with the restraint device in such a way that they cannot fall out of the passenger restraint during the ride, even under high acceleration and loads. The safety bar can be adjusted between the open and closed positions using an adjustment device.The adjustment mechanism is typically operated by a hydraulic system. However, it is also conceivable to operate the adjustment mechanism mechanically, electrically, or pneumatically. It is also possible for the safety bar to be adjusted between the open and closed positions by the passenger themselves or by a ride employee.

[0004] In many cases, a locking unit is also included to secure the safety bar in the closed position. The locking unit can be designed as a mechanical lock, which can be used to secure the safety bar to the passenger support or the vehicle in the closed position. In more modern rides, the locking unit can be part of the hydraulic system and designed to also lock the safety bar in the open position to prevent unintentional movement.

[0005] If the locking unit is secured in the closed position by a hydraulic system, it can no longer be guaranteed that the safety bar will remain locked in the closed position in the event of a pressure loss in the hydraulic system. In this case, the passenger in the passenger compartment may no longer be adequately secured, which must be avoided at all costs. The same applies if the locking unit is operated pneumatically, mechanically, or electrically rather than hydraulically.

[0006] Further prior art is cited in the documents US 2003 024 428 A1, US 2008 143 158 A1 and EP 1 394 003 A2.

[0007] The object of one embodiment of the present invention is to further develop a passenger accommodation and a ride of the type mentioned above in such a way that passengers are still adequately secured in the passenger accommodation even when the restraint device can no longer be held in the closed position. Furthermore, one embodiment of the present invention is based on the object of providing a method for operating a passenger accommodation in such a way that passengers are still adequately secured in the passenger accommodation even when the restraint device can no longer be held in the closed position.

[0008] This object is achieved by the features specified in claim 1. Advantageous embodiments are the subject of the subclaims.

[0009] The invention relates to a passenger accommodation for an amusement ride, comprising a receiving section for receiving a passenger, a restraint device which is adjustable between an open position in which access to the receiving section is possible for the passenger, and a closed position in which the accommodated passenger is held in the receiving section, a securing device which cooperates with the restraint device in such a way that if the restraint device moves away from the closed position or wants to move away from the closed position, further movement of the restraint device away from the closed position is blocked.

[0010] After the passenger has been accommodated in the receiving section of the restraint device in the open position, the restraint device is moved into the closed position. A locking unit can also be provided, with which the restraint device can be locked at least in the closed position. The securing device interacts with the restraint device in such a way that if the restraint device moves or attempts to move away from the closed position, further movement of the restraint device away from the closed position is blocked.

[0011] The safety device blocks the movement of the restraint from the closed position toward the open position once this movement has exceeded a certain distance. In other words, the restraint must have traveled a certain, selectable distance from the closed position toward the open position for the safety device to block further movement of the restraint toward the open position. This distance is selected so that in the position ("blocking position") in which the restraint blocks further movement, passengers are still adequately secured in the passenger seat. Therefore, the blocking position will be very close to the closed position.

[0012] However, the blocking position can also be selected in such a way that, as soon as the restraint device attempts to move away from the closed position, further movement away from the closed position is blocked. In this case, the distance by which the restraint device must move from the closed position toward the open position is zero. In this case, the blocking position is equal to the closed position.

[0013] A key aspect of the present invention is that the locking is path-dependent, which distinguishes the present invention from, for example, a belt-based restraint system in a motor vehicle, which locks in a force-dependent manner, i.e., when the force acting on the belt exceeds a certain level. The fact that the path can also be "zero" is not a contradiction to path-dependent locking.

[0014] As mentioned above, the passenger accommodation can have a locking unit with which the restraint device can be locked at least in the closed position. If the locking unit fails, the restraint device is moved from the closed position towards the open position so that it reaches the blocking position regardless of the force acting on the restraint device. As mentioned, the locking unit can be hydraulically operated. The hydraulic pressure may drop relatively slowly, so that the restraint device is also moved relatively slowly from the closed position to the open position. In this case, a force-dependent restraint system, as is known from a motor vehicle, would not block the movement of the restraint device and would therefore be ineffective.

[0015] To implement position-dependent locking, the safety device can, for example, have a perforated disc coupled to the safety bracket with an arcuate slot into which a bolt engages. When moving from the closed position toward the open position, the perforated disc rotates. Upon reaching the locking position, the bolt strikes one end of the slot and prevents further movement of the safety bracket.

[0016] In the event that the blocking is to occur as soon as the restraint device wants to move away from the closed position, the perforated disc is not provided with an arcuate elongated hole, but with a circular hole into which the bolt fits precisely.

[0017] In order to allow access to the receiving section when passengers get on and off when the ride is stationary, the bolt is moved out of the slot or bore so that the safety bracket can be moved into the open position.

[0018] In the event that a locking device is present, redundancy is created, ensuring that the passenger is safely accommodated in the passenger restraint system even if the locking device no longer functions properly. This is primarily due to the fact that the safety device operates independently of the locking device.

[0019] According to the invention, the ride has a number of vehicles and the safety device comprises at least one traction force transmission means which is or can be fastened with a first end to the restraint device and with a second end to the passenger accommodation or the vehicle and which, when the restraint device moves or intends to move away from the closed position, blocks further movement of the restraint device away from the closed position.

[0020] In the simplest case, the tensile force transmission means can be designed as a traction cable which is fixedly attached to the passenger seat or the vehicle at its second end and is connected, for example, to the safety bar of the restraint device at its first end when the safety bar is in the closed position. For this purpose, the traction cable can have a snap hook or a shackle at the first end. If the locking unit fails and the safety bar moves from the closed position to the open position, the traction cable is tightened. In the blocked position, the traction cable does not allow any further movement towards the open position and transfers the forces acting on the safety bar to the passenger seat. The passenger is therefore held safely in the passenger seat despite the failure of the locking unit.

[0021] According to the invention, the traction force transmission means comprises a length compensation means to follow the movement of the restraint device between the open position and the closed position. As mentioned above, the traction force transmission means can be designed as a traction cable. However, the traction cable cannot change its length, which is why it must be separated from the restraint device when the restraint device is to be moved into the open position. This requires a corresponding work step, which must be performed either by the passenger themselves or by ride employees, which is time-consuming and reduces the ride's capacity. In addition, errors can occur that are detrimental to safety. If the traction force transmission means is equipped with a length compensation means, the traction force transmission means does not need to be separated from the restraint device, so the disadvantages described can be avoided.Length compensation means can be realized, for example, by having a telescopic design and length-adjustable traction force transmission means.

[0022] In a further embodiment, the length compensation means is designed as a lockable winding unit onto which the traction force transmission means can be wound and from which the traction force transmission means can be unwound. The winding unit can be attached to the passenger seat, the vehicle, or the restraint device. It is advisable to design the traction force transmission means as a belt. According to the proposal, the winding and unwinding of the traction force transmission means is effected by a corresponding adjustment of the restraint device and, in particular, the securing bar between the closed and open positions, so that the traction force transmission means does not need to be actuated in addition to adjusting the securing bar.

[0023] US Pat. No. 7,837,566 B2 discloses a belt system for a passenger restraint system in which the belt must be inserted into a buckle after the passenger has taken a seat in the restraint system. Accordingly, the belt must be removed from the buckle again when the passenger wishes to leave the restraint system. This can quickly lead to delays in operation. Furthermore, operating errors cannot be ruled out.

[0024] In contrast, the traction force transmission means, particularly designed as a belt, is attached at the first end to the restraint device and at the second end to the vehicle and / or the passenger restraint system. This eliminates the need to insert and remove the belt from the buckle. This enables unhindered operation of the passenger restraint system and consequently of the ride, without delays. Neither the passenger nor a ride employee are required to actively perform any special actions. Nor does the employee need to touch the passenger. Furthermore, the ride's capacity is not reduced.

[0025] US Pat. No. 6,637,341 B2 discloses a passenger restraint system equipped with a belt system comprising two belts and an intermediate element. The belts can be wound onto a retractor. This belt system serves to securely hold the passenger in the passenger restraint system during travel and to prevent them from striking the safety bar excessively. This belt system is not capable of keeping the safety bar in the locked position in the event of a failure of the locking unit.

[0026] According to a further developed embodiment, the traction force transmission means is attached to the restraint device at its first end with a connecting means. The connecting means enables subsequent attachment to existing restraint devices, so that existing rides can be retrofitted with the safety device. Furthermore, the restraint device, and in particular the safety bar, which is usually constructed from tubes, does not require structural modifications to accommodate the traction force transmission means. In particular, this prevents the safety bar from becoming weakened and thus breaking under lower than desired loads. Depending on the application, the traction force transmission means can be attached to the restraint device in a rotatable, articulated, or rigid manner.

[0027] According to a further embodiment, the tensile force transmission means is rotatably attached to the restraint device by means of a clamping means. The rotatable mounting of the tensile force transmission means on the safety bar is particularly important when the tensile force transmission means is designed as a belt. This ensures that the tensile force transmission means can be unwound from the retractor unit largely without torsion when the safety bar is adjusted from the closed position to the open position. The same applies in the opposite case, when the tensile force transmission means is to be wound onto the retractor unit when the safety bar is adjusted from the open position to the closed position. Otherwise, if the belt were not rotatably attached to the safety bar, it would be subjected to bending stress, which could damage it and cause it to break.

[0028] The clamping means enable the subsequent attachment of the traction force transmission means to the restraint device, so that an existing passenger accommodation can be retrofitted with the proposed safety device.

[0029] It is advisable to detachably attach the traction transmission device and / or the retractor unit to the passenger support or the safety device. For this purpose, the clamping device can be designed, for example, as a pipe clamp. In many cases, the safety brackets have a substantially circular cross-section, so the use of a pipe clamp or a pipe clamp does not require any design modifications to the safety bracket. In particular, no drilling is required, which could lead to a weakening of the safety bracket. In the event of damage, if a certain service life is exceeded, or during an overhaul of the traction transmission device and / or the retractor unit, they can be easily replaced.

[0030] According to the invention, the safety device is arranged outside the receiving section, at least in the open position of the restraint device. This ensures unobstructed access to the receiving section for the passenger in the open position, allowing them to board and disembark easily and quickly. Since this reduces the time required for boarding and disembarking, the ride's capacity is increased.

[0031] In a further developed embodiment, the passenger seat can have at least one side rest, and the securing device can be arranged outside the seat section defined by the side rest. Passenger seats are typically equipped with at least one side rest to provide the passenger with sufficient lateral support. The side rest can be part of a backrest contour and thus not be designed as a separate component. This embodiment ensures that the passenger can easily enter and exit the seat section without the traction force transmission device interfering.

[0032] In a further embodiment, the winding unit and the connecting means can be arranged in the passenger compartment such that, in the open position of the restraint device, the side restraint is aligned with the traction force transmission means transversely to the entry direction or protrudes beyond the traction force transmission means opposite to the entry direction. The entry direction is understood to be the direction in which the passenger must move in order to enter the passenger compartment. In this embodiment, it is prevented that the traction force transmission means can accidentally enter the receiving section. In this case, the side restraints serve as a type of stop for the traction force transmission means.

[0033] A further developed embodiment is characterized in that the ride has a number of vehicles and the safety device comprises at least one traction force transmission means which is fastened to the passenger accommodation or to the vehicle with a first end and a second end and is operatively connected to the restraint device between the first end and the second end and which, when the restraint device moves away from the closed position or wants to move away, blocks further movement of the restraint device away from the closed position.

[0034] The tensile force transmission means can be operatively connected to the retaining device, for example, by means of a tube arranged on the retaining device or by means of a number of eyelets through which the tensile force transmission means are passed. In this case, movement of the tensile force transmission means along their longitudinal axis relative to the retaining device can be enabled.

[0035] When the restraint device is in the closed position, the passenger is surrounded by the traction force transmission element, similar to a lap belt in a vehicle or aircraft. Should, for example, the safety bar break during operation of the ride, the traction force transmission element ensures that the passenger cannot fall out of the passenger restraint. This increases the passenger's safety in this case. Furthermore, the traction force transmission element holds the broken-off part of the safety bar to the passenger restraint, preventing it from flying around uncontrollably and injuring other passengers or people in the vicinity of the ride.

[0036] In a further development, the traction force transmission means comprises a length compensation means to follow the movement of the restraint device between the open and closed positions. As mentioned above, the traction force transmission means can be designed as a traction cable. However, the traction cable cannot change its length, which is why it must be separated from the restraint device when the restraint device is to be moved into the open position. This requires a corresponding work step that must be performed either by the passenger themselves or by ride employees. This is time-consuming and reduces the ride's capacity. Furthermore, errors can occur that are detrimental to safety.If the traction force transmission device is equipped with a length compensation device, the traction force transmission device does not need to be separated from the restraint device, thus avoiding the disadvantages described. Length compensation devices can be implemented, for example, by making the traction force transmission device telescopic and length-adjustable.

[0037] According to a further developed embodiment, the tensile force transmission means comprises two tensile force transmission sections, each of which is fastened to the retaining device at the first end by a connecting means and can be rolled up onto and unrolled from at least one lockable roll-up unit.

[0038] From a technical perspective, it is usually sufficient to provide only one traction force transmission device to lock the safety bar when the locking position is reached, for example, located on one side of the passenger support. Providing a second traction force transmission device provides redundancy in the event that at least one of the traction force transmission devices fails. Some rides have safety bars with only one bar tube. If the safety bar breaks, the passenger can still be secured with the part of the safety bar located between the two connecting devices.

[0039] The winding unit can be attached to the passenger pick-up, the vehicle, or the restraint device. According to the proposal, the winding and unwinding of the traction transmission device is achieved by adjusting the restraint device, and in particular the safety bar, between the closed and open positions, so that the traction transmission device does not need to be actuated in addition to adjusting the safety bar. This enables trouble-free operation of the passenger pick-up and, consequently, the ride, without delays. Neither the passenger nor a ride employee are required to actively perform any special actions. Furthermore, the passenger does not need to be touched by the employee. Furthermore, the capacity of the ride is not reduced.

[0040] According to a further embodiment, a restraint belt, in particular one-piece, runs between the two tensile force transmission means. In this embodiment, a restraint belt is arranged between the two tensile force transmission means, which are each arranged on opposite sides of the passenger seat. This restraint belt acts similarly to a lap belt in a vehicle or an aircraft. In the event that the safety bar breaks during operation of the ride, the restraint belt ensures that the passenger cannot fall out of the passenger seat. In this respect, the passenger's safety is increased. Furthermore, the broken part of the safety bar is held to the passenger seat by the restraint belt, preventing the broken part from flying around uncontrollably and injuring other passengers or people in the vicinity of the ride.

[0041] In this embodiment, the restraint belt establishes a connection between the two traction force transmission means. Consequently, the two traction force transmission means and the restraint belt can be combined into a single unit. The connecting means can be designed to allow movement of this unit. Consequently, only one retractor unit is required, onto which this unit can be wound. The connecting means must then be designed to allow the traction force transmission means to move along their longitudinal axis relative to the restraint device.

[0042] Another design is characterized by the fact that the restraint belt is attached to both connecting elements. It is advisable to use the connecting elements used to attach the traction force transmission device to the safety bar also for attaching the restraint belt. This minimizes the additional technical effort required to provide the restraint belt. If the safety bar breaks and the connecting element, designed, for example, as a pipe clamp, slips off the bar, the passenger is still adequately secured.

[0043] In a further embodiment, the securing device can comprise an actuatable drive device with which the securing device can be driven. In this embodiment, the securing bracket can be closed using the securing device. If present, the hydraulic system is relieved because the number of switching operations is reduced. The corresponding switching valves are actuated less frequently. Furthermore, the drive device can relieve the traction force transmission means after the securing bracket has been closed, so that during operation the securing bracket is held exclusively by the locking unit and the hydraulic system. As a result, the traction force transmission means is operated at least with reduced load, which can minimize its wear.

[0044] In a further embodiment, the drive device comprises an electric motor. Particularly in the case where the locking unit is actuated by a hydraulic system, two independent systems are present. The probability of two systems failing simultaneously is significantly lower than the failure of one system. An electric motor can be controlled more precisely than the locking unit controlled by the hydraulic system. The safety brackets can be pulled into the closed position between the open position and the closed position with a different torque using the tensile force transmission means. If the safety bracket has not yet moved far from the open position, the tensile force transmission means can be tightened with a low torque.If the safety bar comes into contact with a passenger, for example, because they are not yet fully seated in the passenger seat, the contact will not cause injury. Furthermore, the electric motor can quickly interrupt the engagement of the traction transmission elements in this case, which is difficult to achieve with hydraulic actuation of the safety bar. When the safety bar is close to the closed position, the torque can be gradually increased so that the safety bar is gently pressed against the passenger.

[0045] In a further embodiment, the securing device is attached to the passenger seat or the restraint device by means of a load-relieving element. The pre-tensioning element absorbs certain tensile forces acting on the traction force transmission device during operation, so that the traction force transmission device operates with reduced load and is therefore protected.

[0046] A variant of the invention relates to a passenger accommodation for an amusement ride, comprising a receiving section for receiving a passenger, a restraint device which is adjustable between an open position in which access to the receiving section is possible for the passenger, and a closed position in which the accommodated passenger is held in the receiving section, and a securing device which comprises an actuatable drive device with which the securing device can be driven and which cooperates with the restraint device in such a way that the restraint device can be moved at least from the open position into the closed position.

[0047] This variant is particularly suitable for rides where the restraint device cannot be moved between the open and closed positions using an adjustment device. In this variant, the safety device can be used as a replacement for an adjustment device. As already mentioned, the safety device can be designed so that it is retrofitted to the passenger pick-up point. Consequently, this variant offers the option of modernizing older rides and operating them more comfortably and effectively. In the event that the safety level of the ride in question is deemed sufficient, the safety device can be used as a replacement for an adjustment device without the safety functions explained above. However, it is also possible to operate the safety device with the safety functions explained and as a replacement for an adjustment device.

[0048] One embodiment of the invention relates to a method for operating a passenger accommodation according to one of the previously described embodiments, which comprises the following steps: Moving the restraint device into the closed position, and in the event that the restraint device moves or intends to move away from the closed position by a selectable amount, blocking further movement of the restraint device away from the closed position by means of the securing device.

[0049] The technical effects and advantages discussed with this method correspond to those described for the respective embodiments of the passenger restraint system. In summary, it should be noted that a travel-dependent securing mechanism for the restraint system is created, which prevents the restraint system from moving so far away from the closed position toward the open position during operation of the ride that passengers are no longer adequately secured in the passenger restraint system. As soon as the restraint system moves from the closed position and reaches the blocking position, further movement away from the closed position is prevented.

[0050] In a further embodiment of the method, the safety device comprises at least one traction force transmission means, which is operated at least with reduced load, as long as further movement of the restraint device away from the closed position is not blocked by the traction force transmission means. At least reduced load operation means that the forces acting on the restraint device during operation of the ride are primarily absorbed by the locking unit and thus only transmitted to the traction force transmission means to a very limited extent. At least reduced load operation ensures that the traction force transmission means is protected and not subjected to unnecessary stress.

[0051] One embodiment of the invention relates to a method for operating a safety device of a driver's seat according to one of the previous embodiments, wherein the safety device comprises an actuatable drive device, characterized by the following step: Adjusting the restraint device from the open position to the closed position by means of the safety device by actuating the drive device.

[0052] In this design, the safety bar, in particular, is pulled from the open position to the closed position using the traction force transmission device. In this design, the safety device also functions as an adjustment device, which can thus be omitted, simplifying the construction of the ride in question.

[0053] In a further embodiment, in which the drive unit is designed as an electric motor which is configured to determine the position of the safety bracket between the open position and the closed position, the traction force transmission means can be rolled up onto and unrolled from a lockable winding unit and the winding unit can be driven by means of the electric motor, the method comprises the following step: Adjusting the safety bracket from the open position to the closed position by means of the winding unit with a torque which is changed by the electric motor depending on the position of the restraint device.

[0054] Setting up electric motors in such a way that they can detect the position of the safety bar in particular between the open and closed positions can be achieved, for example, using a rotary encoder. This provides information about the current position of the safety bar between the open and closed positions. The torque with which the safety bar is tightened using the tensile force transmission means can be varied depending on the position. When the bar is moved from the open position towards the closed position, it is quite possible that one or more passengers have not yet fully taken up their seats in the receiving section and collide with the safety bar. To keep the resulting injuries as low as possible, the safety bar is initially operated with a comparatively low torque when leaving the closed position.If the safety bar has almost reached the closed position, this indicates that the passenger is properly seated in the passenger restraint. The torque can then be increased to gently press the safety bar against the passenger's body. This position-dependent torque adjustment ensures a safe and comfortable closing of the safety bar, something that would be very difficult to achieve with a hydraulic actuator.

[0055] An implementation of the invention relates to a method comprising the following steps: Actuating the drive mechanism of the safety device and moving the retaining device from the open position to the closed position by means of the safety device.

[0056] This variant is particularly suitable for rides where the restraint device cannot be moved between the open and closed positions using an adjustment device. In this variant, the safety device can be used as a replacement for an adjustment device. As already mentioned, the safety device can be designed so that it is retrofitted to the passenger pick-up point. Consequently, this variant offers the option of modernizing older rides and operating them more comfortably and effectively. In the event that the safety level of the ride in question is deemed sufficient, the safety device can be used as a replacement for an adjustment device without the safety functions explained above. However, it is also possible to operate the safety device with the safety functions explained and as a replacement for an adjustment device.

[0057] One embodiment of the invention relates to a ride with a passenger receptacle according to one of the previous embodiments or variants, wherein the passenger receptacle has a safety device which can be operated using a method according to one of the previously discussed embodiments or configurations.

[0058] The technical effects and advantages that can be achieved with the proposed amusement ride correspond to those discussed for the present passenger pick-up or the present methods. In summary, it should be noted that with the proposed safety device, a passenger can be safely secured in the passenger pick-up even if the locking unit no longer functions properly. In many cases, the locking unit is operated by means of a hydraulic system, which ensures that the safety bar in particular is fixed in both the open and closed positions so that it can no longer be moved. In the event that the hydraulic system no longer functions properly, the proposal provides a way to hold the safety bar in the locked position when it reaches the locked position.This makes the operation of the ride safer.

[0059] Exemplary embodiments of the invention are explained in more detail below with reference to the accompanying drawings. Figure 1a) a first embodiment of a passenger accommodation according to the invention based on a perspective view in the open position, Figure 1b) which in Figure 1a ) shows the first embodiment of the passenger accommodation according to the invention in a side view in the open position, Figure 2a) which is shown in Figure 1a ) shows the first embodiment of the passenger accommodation according to the invention in a perspective view in the closed position, Figure 2b) which is shown in Figure 1a) shows the first embodiment of the passenger accommodation according to the invention in a side view in the closed position, Figure 3a) shows a second embodiment of the passenger accommodation according to the invention in a perspective view in the open position, Figure 3b) shows the Figure 3a ) shows a second embodiment of the passenger accommodation according to the invention in a side view in the open position, Figure 4a) which is shown in Figure 3a ) shows the second embodiment of the passenger accommodation according to the invention in a perspective view in the closed position, Figure 4b) which is shown in Figure 3a ) shows a second exemplary embodiment of the passenger receptacle according to the invention in a side view in the closed position, Figure 5 shows a basic representation of a winding unit according to the invention, and Figure 6 shows a basic representation of an amusement ride which has a number of the passenger receptacles according to the invention.

[0060] In the Figures 1 and 2 A first embodiment of the passenger accommodation 10 1 according to the invention is shown in various ways in different positions. The passenger accommodation 10 1 is part of a vehicle 52, which is Figure 6 is shown.

[0061] The passenger receptacle 10 1 has a receptacle section 12, which in the illustrated embodiment is designed as a passenger seat comprising a seat surface 14, a backrest 16, and two side restraints 18. Furthermore, the passenger receptacle 10 1 has a restraint device 20, which comprises a safety bar 21 that is rotatably mounted on the passenger receptacle 10 1 and that can be adjusted between an open position and a closed position by means of an adjusting device 22. In the illustrated embodiment, the adjusting device 22 is configured such that it can lock the safety bar 21 in the open position and in the closed position. In this respect, the adjusting device 22 also serves as a locking unit 23. For this purpose, the locking unit 23 is connected, for example, to a hydraulic system (not shown).

[0062] In the open position, which is in the Figures 1a) and Figure 1b), the receiving section 12 is accessible to the passenger so that he can sit in the receiving section 12 and get out of it again.

[0063] The safety bar 21 has a thigh pad 24 which, in the closed position, is placed on the thighs of the passenger (not shown) sitting in the receiving section 12, as can be seen from the Figures 2a) and 2b ) is evident.

[0064] In addition, the passenger accommodation 10 1 according to the invention has a securing device 26, which comprises a traction force transmission means 28 and a length compensation means 31. The length compensation means 31 is designed in the present embodiment as a lockable roll-up unit 30. The traction force transmission means 28 is connected to the securing device 26 using a connecting means 32, which in the Figures 1 and 2illustrated first embodiment of the passenger accommodation 10 1 is designed as a clamping means 34, for example a pipe clamp, rotatably attached to the securing bracket 21 and designed as a belt 36. The winding unit 30 is fastened to the passenger accommodation 10 1 in the region of the seat surface 14, but can also be fastened to the vehicle 52, for example to its floor panel. The belt 36 can be wound onto the winding unit 30 and unwound from it again, similar to a seat belt of a vehicle. In particular, in Figure 1a) it can be seen that the belt 36 runs outside of an intermediate space 38 of the passenger accommodation 10 1 delimited by the two side rests 18. In addition, the two side rests 18 protrude beyond the belt 36 in the opposite direction to the entry direction, which Figure 1b) is indicated by the arrow P. Therefore, even in the unloaded state, the belt 36 cannot easily be inserted into the space 38 delimited by the two side rests 18.

[0065] The passenger restraint 10 1 is operated as follows: Passengers can board the passenger restraint 10 when the safety bar 21 is in the open position. As soon as the passenger has taken a seat in the restraint section 12, the safety bar 21 is moved from the open position to the closed position using the locking unit 23. As already mentioned, the locking unit 23 is connected to a hydraulic system (not shown), which ensures that the safety bar 21 is fixed in the open and closed positions. When the safety bar 21 is moved from the open position to the closed position, the belt 36 is wound onto the winding unit 38.In the event that the hydraulic system malfunctions and can no longer fix the safety bracket 21 in the closed position and the safety bracket 21 moves from the closed position towards the open position, the safety device 26 ensures that the safety bracket 21 can no longer move further towards the open position upon reaching a blocking position. As already mentioned, the retractor unit 30 is lockable. As soon as the belt 36 is pulled due to the movement of the safety bracket 21 from the closed position and is unwound from the retractor unit 30, the retractor unit 30 blocks further unwinding of the belt 36 as soon as the safety bracket 21 has reached the blocking position. The blocking position is selected so that it is very close to the closed position or corresponds to it.As a result, the passenger is held safely in the receiving section 12 even if the hydraulic system no longer functions properly.

[0066] In the Figures 3 and 4 A second exemplary embodiment of the passenger seat 10 2 according to the invention is shown. The basic structure of the passenger seat 10 2 according to the second exemplary embodiment largely corresponds to that of the first exemplary embodiment. However, the securing device 26 in the second exemplary embodiment comprises two tensile force transmission sections 29 1 , 29 2 , which are again designed as belts 36, and two retractor units 30, each arranged on one side of the passenger seat 10 2. The belts 36 are again each rotatably fastened to the securing bracket 21 by means of a clamping means 34, for example a pipe clamp. In addition, a restraining belt 40 is provided between the two clamping means 34 and runs inside the thigh pad 24.

[0067] The passenger restraint 10 2 is operated in the manner described for the first embodiment. In contrast to the first embodiment, in the second embodiment, not only is the safety bar 21 held in the closed position if the hydraulic system should no longer function properly, but the passenger is also surrounded by the two belts 36 and the restraining belt 40, similar to a vehicle lap belt, when the safety bar 21 is placed in the closed position. This ensures that, should the safety bar 21 break during operation, the passenger continues to be held in the restraint section 12 by the two belts 36 and the restraining belt 40. In addition, the broken-off part of the safety bar 21 is held on the passenger restraint 10 2.

[0068] In the Figures 3 and 4In the illustrated embodiment, the two tensile force transmission sections 29 1 , 29 2 are each firmly connected at their first end to the clamping means 34. The restraining belt 40 is also firmly connected to the clamping means 34. When adjusting the restraining device 20, the two tensile force transmission sections 29 1 , 29 2 are each wound onto and unwound from one of the length compensation means 31 designed as the winding units 30. In this case, the restraining belt 40 is not moved relative to the restraining device.

[0069] However, it is also possible to combine the two traction force transmission sections 29 1 , 29 2 and the restraint belt 40 into a single unit. Furthermore, the clamping means can be designed as a type of deflection section, allowing movement of this unit along its longitudinal axis. In this case, it is sufficient to provide only one length compensation means 31 and to firmly connect this unit to the vehicle 52 or the passenger seat 10 on the other side.

[0070] In Figure 5an embodiment of a winding unit 30 is shown using a schematic representation. It can be seen that the winding unit 30 is detachably fastened by means of a clamping means 34 to a support of the passenger seat 10, which is only approximately shown. As a result, it is easily possible to detach the winding unit 30 from the passenger seat 10 and replace it with a new one, should this become necessary. Furthermore, the winding unit 30 is fastened to the passenger seat 10 by means of a relief element 35, for example with a spring, but can also be fastened to the vehicle 52. As mentioned, the safety bracket 21 is held in the closed position by the locking unit 23. However, the safety bracket 21 can move slightly during operation without this posing a danger to the passenger. A certain amount of movement can even be intentional in order to achieve a damping effect.During such movements, the belt 36 is tensioned and subjected to unnecessary stress. The relief element 35 can absorb part of the tensile force acting on the belt 36 during operation, so that the belt 36 can at least be operated with a reduced load. This prevents the belt 36 from being subjected to unnecessary stress and having to be replaced after a relatively short period of operation. Alternatively, the belt 36 and / or the restraint belt 40 can have the relief element 35. It is also conceivable to design the entire belt 36 or the entire restraint belt 40 to be elastic up to a certain limit.

[0071] Furthermore, it can be seen that the winding unit 30 has a rotatably mounted drum 42 onto which the belt 36 can be wound. Furthermore, it can be seen that the drum 42 can be rotated by means of a drive device 44. In this case, the drive device 44 is designed as an electric motor 46. The electric motor 46 interacts with a position detection device 48, which can be designed, for example, as a rotary encoder. The position of the securing bracket 21 between the open position and the rotational position can be determined using the position detection device 48.

[0072] This enables the following functions to be implemented: The safety bar 21 can be moved from the open position to the closed position by the electric motor 46 winding the belt 36 onto the drum 42. This relieves the load on the hydraulic system. Furthermore, the electric motor 46 can vary the torque it outputs when winding the belt 36 depending on the position of the safety bar 21. For example, the safety bar 21 can initially be moved from the open position towards the closed position with a comparatively low torque and only tighten the safety bar 21 with an increased torque shortly before reaching the closed position. The torque can, for example, only be increased when the thigh cushion 24 is resting on the passenger's thighs.

[0073] Furthermore, the electric motor 46 can release the belt 36 again once the safety bar 21 has been secured in the closed position by the locking unit 23. This reduces the load on the belt 36. As already mentioned, the safety device 26 in the second embodiment includes a restraint belt 40. This can be tightened using the electric motor 46.

[0074] The winding unit 30 can also be mechanically locked, for example, by means of a pawl or a perforated disc, so that the electric motor 46 is de-energized after locking. In order for the winding unit 30 to be mechanically locked, the drum 42, in particular, must be set to a specific position. The electric motor 46 can position the winding unit 30 using the signal from the position detection device 48 so that the locking can be performed.

[0075] As already mentioned, the retractor unit 30 can be designed such that the belt 36 is locked when the safety bar 21 is moved away from the closed position and reaches the blocking position. For this purpose, the aforementioned perforated disc can have an arcuate elongated hole into which a bolt is inserted. When the safety bar 21 moves from the closed position toward the open position, the perforated disc also rotates. The blocking position is reached when the bolt hits one end of the elongated hole. Further movement of the safety bar 21 toward the open position is then impossible.

[0076] In Figure 6A ride 50 is shown in a schematic plan view, which ride has a number of the passenger seats 10 according to the invention. The passenger seats 10 can, in principle, be arranged in any desired manner. In the example shown, the ride 50 has a vehicle 52 in which four of the passenger seats 10 according to the invention are arranged side by side, forming a row. The vehicle shown has a total of two rows and thus a total of eight of the passenger seats 10 according to the invention. List of reference symbols

[0077] 10, 10 1 , 10 2 Passenger pick-up 12 Pick-up section 14 Seat 16 Backrest 18 Side rest 20 Restraint device 21 Safety bar 22 Adjustment device 23 Locking unit 24 Thigh pad 26 Securing device 28 Traction force transmission means 29, 29 1 , 29 2 Traction force transmission section 30 Reel unit 31 Length compensation means 32 Connecting means 34 Clamping means 35 Relief means 36 Belt 38 Space 40 Restraint belt 42 Drum 44 Drive device 46 Electric motor 48 Position detection device 50 Ride 52 Vehicle PP file

Claims

1. Passenger reception means for an amusement ride (50), comprising - a receiving section (12) for receiving a passenger, wherein the passenger reception means are implemented as a passenger seat which comprises a seating surface (14), a back rest (16) and two side rests (18), - a restraining device (20), which comprises a safety bar (21) which is rotatably mounted on the passenger reception means and which can be adjusted between an open position, in which it is rendered possible for the passenger to enter the receiving section (12), and a closed position, in which the received passenger is held in the receiving section (12), - a securing device (26), which interacts with the restraining device (20) such that, when the restraining device (20) is moved, or the attempt is made to move it, out of the closed position, a further movement of the restraining device (20) out of the closed position is blocked, wherein - the amusement ride (50) comprises a plurality of vehicles (52), and - the securing device (26) comprises at least one means of tractive force transmission (28), one end of which is connected or connectable to the restraining device (20), and the other end of which is connected or connectable to the passenger reception means (10) or the vehicle (52) and which, when the restraining device (20) is moved, or the attempt is made to move it, out of the closed position, blocks a further movement of the restraining device (20) out of the closed position, and wherein the means of tractive force transmission (28) comprises a means of longitudinal compensation (31) for tracking the movement of the restraining device (20) between the open position and the closed position, characterized in that, - in the open position and in the closed position of the restraining device (20), is arranged outside of the receiving section (12).

2. Passenger reception means in accordance with claim 1, the means of longitudinal compensation (31) is implemented as a lockable retractor unit (30), which the tractive force transmission means (28) can be rolled onto and which the tractive force transmission means (28) can be rolled off of.

3. Passenger reception means in accordance with claim 1 or 2, characterized in that the first end of the tractive force transmission means (28) is attached to the restraining device (20) by means of a connection element (32).

4. Passenger reception means in accordance with claim 3, characterized in that the tractive force transmission means (28) is detachably attached to the restraining device (20) by means of a clamping device (34).

5. Passenger reception means in accordance with any of claims 2 to 4, characterized in that the tractive force transmission means (28), and / or the retractor unit (30), is (are) detachably attached to the passenger reception means (10) or to the securing device (26).

6. Passenger reception means in accordance with any of claims 1 to 5, characterized in that the receiving section (12) comprises at least one side rest (18), and in that the securing device (26) is arranged outside of the receiving section (12) delimited by the side rest (18).

7. Passenger reception means in accordance with any of claims 1 to 6, characterized in that, when the restraining device (20) is in the open position, the side rest (18) is aligned with the tractive force transmission means (28) transversely to the direction of boarding (P), or protrudes over the tractive force transmission means (28) in the direction opposite the direction of boarding (P).

8. Passenger reception means in accordance with any of of the preceding claims, characterized in that the securing device (26) comprises an operable drive mechanism (44), by means of which the securing device (26) can be driven.

9. Passenger reception means in accordance with claim 8, characterized in that the drive mechanism (44) comprises an electric motor (46).

10. Passenger reception means in accordance with any of the preceding claims, characterized in that the securing device (26) is attached to the passenger reception means (10) or to the restraining device (20) by means of a pressure relieving element (35).