The invention to which this application relates is a transportation system for floor-to-floor transportation of people, primarily but not exclusively for use in tall buildings.

Current systems for transporting people within buildings have a number of limitations. Escalators have the advantage of being a continuous system, but cannot normally achieve a great height due to horizontal space restrictions and the fact that most are powered via a single drive shaft. This means that escalators would be impractical for high buildings as the power transmission elements would have to be greatly increased in size in relation to such buildings. Banks of escalators can be used as, for example, in an atrium arrangement, but this means passengers having to embark and disembark many times.

Elevators, also known as lifts, can transport people to any height in a building. However, they only transport people in batches, with a lot of time wasted in stopping to allow people to enter and exit the car. In order to alleviate waiting time, elevator systems have been developed to travel at higher speeds with greater acceleration and deceleration rates, have larger or double-decker car arrangements to carry a larger batch of people, and incorporate 'skylobby' systems to gain floor space by reducing the number of elevators on the higher floors, at the expense of passengers having to leave one elevator to enter another before reaching their final destination. The problem is that the higher the building, the more elevators are required to fill the upper floors, thereby taking up extra floor space that eventually becomes greater than the space gained in building the upper floors . This law of diminishing returns means that the limit to the height of taller buildings is not the physical limitations of the steel structure, but the impracticalities of filling the building with people.

An aim of this invention is to provide a more efficient method of transporting a large number of people in tall buildings.

In a first aspect of the invention, there is provided a transportation system for transporting people between floors of buildings including:

a plurality of carriages, said carriages moveable along a path;

drive means for providing force to one or more of the carriages within a predetermined section of the path;

wherein the at least one carriage is provided with engagement means for engaging an adjacent carriage to move the same along the path.

Preferably the path can include at least one helical, spiral or curved portion.

In one embodiment, the path includes at least one helical portion. Typically the path is continuous. In a preferred embodiment the path comprises a substantially helical outer section and a substantially helical inner section, connected therebetween by a curved connection.

In one embodiment the path spans a plurality of floors in a building. Typically one of the helical sections defines a path for upwards movement of the carriages within the building, and the other helical section defines a path for downwards movement of the carriages within the building.

In one embodiment the path is provided with substantially horizontal sections coinciding with the floor levels of the building, to allow passengers to embark and disembark the carriages. Preferably the horizontal sections are fixed to the floor levels of the building.

In one embodiment the carriages are supported on tracks held within a truss or other framework. Typically the carriages are provided with wheels or other movement means to allow the carriages to move along the tracks. Typically the tracks are provided either side of the movement means to prevent disengagement of the same.

Typically the truss is provided with balustrading or other barriers to prevent disembarkation of passengers when the carriages are between floors.

Thus between floors, the truss can form a helical path for the carriages to move within. At intermediate floors where passengers may embark or disembark, the truss can form a horizontal plane, but still maintains a substantially circular or helical path. At the upper floor, the truss path can be in a substantially horizontal plane and can spiral or curve from a smaller circle or spiral to a larger circle or spiral, (i.e. from an 'inner' to an 'outer' truss), allowing the outer truss to pass down through each floor, clearing the inner truss. At the lower floor, the outer truss path is in a horizontal plane and can spiral or curve from the larger circle or spiral to the smaller circle or spiral to join up with the inner truss. The system is therefore substantially continuous, and all carriages are available for use at any time (unlike an escalator that has approximately 50% of its steps unavailable at the return side) . It also means that the system need only be designed to operate in one direction to carry the passengers both up and down the building. In one embodiment where the system spans one floor of a building only, a radius of curvature of the truss may be substantially constant on all helical and/or curved portions.

Typically the carriages are provided with seats and/ or canopies for comfort and safety.

Typically the carriages are provided with guards to protect passengers from the engagement means.

In one embodiment the engagement means is a push rod assembly.

Typically the push rod assembly is extendable.

In one embodiment the push rod assembly includes a hydraulic cylinder. Typically the cylinder is operable by a cam within the truss.

In a further embodiment the push rod assembly includes a push rod slidably mounted within a cylinder, the cylinder being pivotally or rotationally mounted on the carriage.

Typically the distal ends of the assembly are connected by two or more pivotally linked arms. Typically the movement of the cylinder and/ or arms relative to the carriage is restricted by one or more stops.

Thus as the carriage pushes the carriage immediately in front of it along the track, the carriages maintain a substantially constant horizontal spacing therebetween as the vertical spacing varies. As the track slopes upwards and the pushed carriage moves up the track, the cylinder pivots until further movement is prevented by the stop. As the track angle increases, the angle between the arms is forced to increase, thereby extending the push rod from the cylinder. The reverse operation occurs when the track angle decreases.

In one embodiment the carriages are provided with one or more elongate members having a curved or involute profile.

Typically the elongate members are situated on the underside of the carriage.

In one embodiment the drive means includes a motor, a drive chain or belt. Preferably the drive chain or belt is driven via sprockets or wheels. Typically the drive means includes a gearbox arrangement.

Preferably the drive means is located within the truss.

In one embodiment the drive means includes one or more electrical or electrified tracks (i.e. electrical current can pass or does pass along the same) . Preferably a motor provided on or associated with at least one carriage is energised when one or more electrodes connected to the electrical terminals on or associated with the motor contact the one or more electrical or electrified tracks, thereby making an electric circuit. Preferably drive is imparted via a gear, pinion gear or sprocket engaging with a rack or chain fixed within the truss. Preferably the drive means includes a gear box arrangement.

Of course, other drive means can be provided and are not limited to those described.

In one embodiment braking means are provided. Preferably the braking means comprises a braking chain or belt mounted on sprockets or wheels, and a brake disc connected to a sprocket or wheel on which a calliper may act. Other braking means can be used, such as drum brakes or band brakes if required.

Typically a plurality of pin assemblies are provided on the chain or belt for engaging the elongate members. Typically each pin assembly includes a rotationally mounted member to allow the pin assembly to roll along the elongate member as force is imparted thereto.

Thus as the pin assemblies impart force from the linear drive chain or belt to the elongate member, the curvature forces the carriages to move in an arc.

Typically the pin assemblies are spaced apart by a predetermined distance to ensure that the number of elongate members in contact with pin assemblies is substantially constant, to ensure the load is shared therebetween.

Typically the pin assemblies operably engage the elongate members on one side thereof to provide a driving force from the motor to the carriage.

Typically the pin assemblies operably engage the other side of the same or different elongate member when the calliper acts on the brake disc, to provide a braking force to the carriage and slow the movement thereof.

In one embodiment the system includes conveyors alongside one or more sections of the path to help passengers embark and/or disembark the carriages.

A system of transporting people is therefore provided which is more efficient than other systems when comparing the number of passengers transported in a given time against the amount of floor space taken up. This improves the practicality and commercial viability of taller buildings in the future.

In a further aspect of the invention, there is provided a transportation system for transporting people between at least first and second heights, said system including:

at least one carriage moveable along a path;

drive means for providing force to said at least one carriage along at least a portion of the path; and wherein at least a portion of the path is helical, curved or spiral in shape.

In one embodiment the at least one carriage is provided with engagement means for engaging an adjacent carriage to move the same along the path.

In a further aspect of the invention, there is provided a carriage for transporting people between at least first and second heights, wherein said carriage is provided with engagement means for engaging an adjacent carriage to move the same along the path.

Typically the engagement means includes a push rod slidably mounted within a cylinder, the cylinder being pivotally or rotationally mounted on the carriage.

In one embodiment the carriages are provided with one or more elongate members having a curved or involute profile, typically on the underside of the carriage.

In one embodiment the carriage is moved along at least a portion of the path by drive means acting on the elongate members. Typically at least a portion of the path is helical or spirally formed.

In a further aspect of the invention, there is provided a method of moving a batch of people between first and second heights in a building, said batch being moved in a carriage along a path which includes a helical, curved and/or spirally formed portion wherein said path is continuous such that batches can be moved along the entire length thereof.

Specific embodiments of the invention are now described wherein: -

FIGURE 1 shows an overview of a system to transport people through four floors according to an embodiment of the invention.

FIGURE 2 shows the system as in Figure 1 , but with the floors and balustrade 3 removed for clarity.

FIGURE 3 shows a view along Arrow 'A' of Figure 2.

FIGURE 4 shows a system with ten intermediate floors.

FIGURE 5 shows the system of Figure 4 with floors and people.

FIGURE 6 shows carriages, wheels and tracks schematically from (a) the side and (b) viewed along section B-B'.

FIGURE 7 shows a push rod assembly incorporated within a carriage with guarding for passenger protection.

FIGURE 8 shows a series of carriages within a track system connected by push rods. FIGURE 9 shows a view along Arrow 'C of Figure 8.

FIGURE 10 shows a linkage mechanism to achieve variation in push-rod length.

FIGURE 11 shows the position of one drive mechanism.

FIGURE 12 shows the main components of one drive mechanism.

FIGURE 13 shows how the drive mechanism imparts drive to the carriages.

FIGURE 14 shows a different method of drive to the embodiment shown in figures 11 -13.

FIGURE 15 shows the main components of one brake mechanism.

FIGURE 16 shows how the brake mechanism imparts braking to the carriages.

FIGURE 17 shows a method for keeping the carriages in the same orientation when changing between upward and downward directions.

FIGURE 18 show a method to allow some wheels to clear a track when the carriage maintains the same orientation.

FIGURE 19 shows a method of embarking the carriage.

FIGURE 20 shows a method of disembarking the carriage. FIGURE 21 shows a system incorporating a passenger conveyor to ease or speed up embarking and disembarking.

FIGURE 22 shows an alternative arrangement where passengers embark and disembark central to the system rather than at the periphery.

FIGURE 23 shows a typical arrangement for moving between two floors.

With reference to Figure 1 , there is illustrated an overview of the system which provides a path starting off at a lower floor, typically the ground floor of the building. It then rises helically through two intermediate floors, before reaching the upper floor, typically the top floor of the building. Any number of intermediate floors can be incorporated, and the system is not limited to the two floors illustrated. The path is continuous and curves outwardly on the top floor to an outer helix which returns downwardly to the start of the path.

Figure 1 shows horizontal sections of the path which allows for embarking or disembarking for either the upward or downward moving passengers at each intermediate floor. However, it is not necessary to incorporate this at every floor. For the system shown in Figure 1 , the carriages 1 move in the truss 2 in a clockwise fashion when looking at the system from the top. The system could also be designed, if desired, to move in an anticlockwise fashion instead, thereby reversing the carriage directions for the inner and outer trusses. Figure 1 also shows a balustrade arrangement 3 to prevent passengers from disembarking or falling from the system between floors .

Figure 2 shows that the inner truss 2a allows carriages to move towards the upper floor, and the outer truss 2b allows carriages to move towards the lower floor. The system may also incorporate seats 4 and canopies or frames 5 situated on the carriages 1 for added passenger comfort and safety. The balustrade 3 is removed from Figure 2 for clarity.

Figure 3 shows the view when looking from the top to further illustrate the inner and outer truss relationship, and the carriages situated close together.

Figure 4 shows that, with floors removed for clarity, the system can accommodate any number of intermediate floors (in this case ten) .

Figure 5 illustrates how this system may appear with the floors in place and with people in the building.

Figure 6 shows a number of carriage assemblies at equal elevation as they would appear, say, at the lower floor. Each carriage 1 incorporates a number of wheels 6 that allow it to move on tracks 7 which are fixed within the truss. Another important feature shown in Figure 6 is the elongate member 8, which is situated at the base of each carriage and is part of the drive mechanism described later. For clarity, Figure 6 omits certain other important features described later.

The carriages are connected via engagement means in the form of a push rod assembly 9, shown in Figure 7. This is used to separate each carriage and, on the upward-moving carriages, to push each carriage up to the higher floors. On the downward- moving carriages, the push rod assemblies serve to hold off each carriage from the one below. Guards 10 may be positioned within the carriage 1 to protect the passenger from the push rod assembly. Figure 8 shows a series of carriages 1 connected by the push rod assemblies 9, as they would look between floors. The truss, canopies, seats and guards have been omitted from Figure 8 for clarity. Another feature shown are cover tracks 1 1 , which prevent the wheels 6 from coming away from the tracks.

Figure 9 is a view along Arrow 'C, and shows the elongate member 8, previously referred to, with an involute profile. It also shows that the push rod assemblies 9 may connect at a central hub 12 within the carriage. A desirable, though nonessential, operational feature is to keep the carriages close together throughout their traverse around the system. In order to do this, the push rod assemblies are variable in length, being shortest when the carriages are in the same elevation at each floor, and gradually becoming longer, until they are at their longest midway between floors, then gradually becoming shorter again until they are again at their shortest at the next floor.

The variation in length of the push rods 9 may be achieved in a number of ways. One way may be to incorporate a hydraulic cylinder, operated by a cam within the truss.

Figure 10 shows another mechanical method using a linkage mechanism made up of two arms 9a and 9b. The push rod 9 slides within an outer cylinder 9c. The arms, 9a and 9b are pin- jointed together at one end. The other end of arm 9a is pin- jointed to the cylinder 9c, and the other end of arm 9b is pin- jointed to the push rod 9. Pin joints allow pivotal movement of the members connected thereto. The push rod 9 engages with an adjacent carriage (not illustrated) to the left of the carriage 1 shown.

As this adjacent carriage moves up the inclined tracks, in front of the carriage shown, its position will be at a higher elevation than the carriage 1 shown, forcing the push rod 9 and its assembly in an upward direction (in the direction of Arrow 'D') , as the cylinder 9c is pivoted within the carriage 1 at Point 'F'. As the push rod 9 and its assembly pivots, it reaches a point where the arm 9a hits a stop which may be positioned at Point ^C G', or elsewhere within the carriage 1. Further pivoting of the push rod 9 causes the arms 9a and 9b to pivot at their joint, forcing the other ends of the arms 9a and 9b to move apart and cause the push rod 9 to move out of the cylinder 9c. Therefore the push rod 9 and its assembly will increase in length from a distance 'X' to a distance 'Y' at which point the two carriages are at their maximum difference in elevation. As the higher carriage approaches a horizontal section at a floor, the differences in height between itself and the lower carriage will decrease, causing a reverse operation to that described, and the push rod 9 and its assembly will decrease from distance Ύ' to 'X' at floor level. This operation is repeated throughout the traversing of carriages, except when moving in a downwards direction, arm 9b will hit a stop situated in the other (front) carriage, resulting in the action described above.

The system operates via drive means including one or more drive mechanisms, situated where the carriages are at equal elevation at a floor, and on the upward-moving carriage side of the truss (in the case of Figure 2, this would be the inner truss 2a) . The number of drive mechanisms required will depend on the number of floors the system serves. At least one drive mechanism must be incorporated and situated at the lower floor. Figure 11 shows the position of the drive mechanism 13, fixed within the bottom of the truss 2, although it may also be located outside the truss .

The main components of the drive mechanism are shown in Figure 12, and consist of a motor 14, an optional gearbox arrangement 15, a drive chain or belt 16 driven via sprockets or wheels 17, which are located in fixed supports 18. The motor 14, gearbox 15 and supports 18 are fixed to the truss, either internally, as shown in Figure 11 , or externally. Also positioned, equally spaced, on the chain or belt 16, are a number of drive pin assemblies 19. The driving sprocket 17a is driven by the motor 14. There may also be a gearbox 15 incorporated for speed reduction and torque increase. As the driving sprocket 17a rotates, this imparts movement to the chain or belt 16 and the drive pin assemblies 19. In turn, several of the drive pin assemblies 19 contact the rear edge of the elongate member 8, pushing the carriages in a circular path along the tracks. This can be seen in Figure 13, with movement indicated by the arrows. Figure 13 is a view from the underside of the drive mechanism, with the truss removed for clarity. The transition from a straight line motion of the path of the drive pin assemblies 19 to a circular path of the carriages 1 is achieved due to the elongate member 8 being involute. This ensures that, when a drive pin assembly 19 first contacts an elongate member 8, towards the rear of the carriage 1 , it pushes the carriage 1 and remains in contact with the elongate member 8 until it has reached the limit of its travel at the drive sprocket. Its position will then be towards the front of the carriage 1 where it will turn on the periphery of the sprocket and leave contact with the elongate member 8. At the same time, another drive pin assembly 19, leaving the periphery of the return sprocket, will contact another elongate member 8. Therefore the spacing of the drive pin assemblies must be such to ensure that, at any one time, a constant number of drive pin assemblies 19 are in contact with elongate members 8 of adjacent carriages, and the load in pushing the carriages 1 is shared between them.

The contacting part of the drive pin assembly is typically a wheel and allowed to rotate as it moves along the carriage profile. Thus the action of a drive pin assembly contacting an elongate member and thus pushing the carriage is one of rolling.

An alternative drive arrangement is shown in Figure 14. In this arrangement the truss 2 includes fixed electrified tracks 20 which supply electrical power via electrodes 21 to motors 22. The electrodes and motors are located within, and therefore move with, modified carriages l a. The motor provides drive, typically through a gearbox 23, to a pinion gear or sprocket 24 which engages with a rack or chain fixed within the truss. Not all of the carriages have to be modified carriages (although they could be if required) and the modified carriages l a could contact other, non powered carriages lb and impart motion to these in direction of the arrow in Figure 14. The push rod engagement means previously described is not required in this arrangement, as drive is provided through the helical truss sections in addition to the curved sections in the part of the truss moving towards the upper floor.

One or more brake mechanisms may also be incorporated into the system, and are situated on the downward-moving carriage side, where the carriages are at equal elevation at floor level. Like the drive mechanism, the brake mechanism may be located within, or outside, the truss. The number of brake mechanisms required depends on the number of carriages in the system, but at least one brake mechanism must be located at the lower floor. The arrangement of the brake mechanism is similar to that of the drive arrangement and is shown in Figure 15. The mechanism may consist of a brake disc 26 and calliper 27, as shown, or another type of brake such as a band or drum brake. The brake disc is attached to one of the sprocket shafts, and the calliper 27 is attached to the truss. The braking chain 28 is connected via two sprockets 29 mounted on stands 30 attached to the truss. Equally-spaced brake pin assemblies 31 are fixed to, and move with, the chain 28.

Figure 16 shows how the braking arrangement interfaces with the carriages. The view is from the underside, with the truss removed for clarity. Under normal running, the front edge of the elongate member 8 contacts one of the brake pin assemblies 31 as the carriages move around the track in the direction of the upper arrow. This causes the braking chain to move in the direction of the other arrows. The front edge of the elongate member 8 is also involute, such that the brake pin assemblies 31 remain in contact with the elongate member 8 until they turn on the periphery of the sprocket with no brake disc. At this point, another brake pin assembly will leave the periphery of the sprocket with the brake disc and engage with the elongate member 8 of a carriage. Several brake pin assemblies may remain in contact with the elongate member at the same time.

When braking is required, the brake caliper 27 will close on the disc 26 slowing the braking chain. This will cause the brake pin assemblies to slow and the ones in contact with the carriage elongate members will impart a braking force to the carriages, making them slow down or stop .

In order that the upper surface of the carriage maintains a horizontal plane when the direction of movement of the carriage changes from upward moving to downward moving and vice versa, a system is provided at both the upper and lower floor positions to allow transfer of operation from one track to another track. Figure 17 shows three carriages 1 on tracks 7a, 7b and 7c at the upper floor position. Track 7a and cover track 11 a are incorporated in the truss where carriages are moving towards the upper floor, and track 7b and cover track l ib are incorporated in the truss where carriages are moving towards the „„

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lower floor. Track 7c and cover track 11 c are incorporated in all the system. At the front of each carriage there are three wheels 6a, 6b and 6c. When the carriages move in the direction of the arrow, wheels 6a reach the end of track 7a and cover track 11 a. Just before this occurs, wheels 6b reach the start of track 7b and cover track l i b. Therefore operation is transferred from track 7a to track 7b. Wheel 6c and at least one of wheel 6a or 6b in each carriage 1 are in contact with tracks at any one time.

As it is required that the carriages move while maintaining a substantially horizontal plane, it is necessary that wheels 6a and 6b cross the path of track 7c and cover track 11 c at several positions in the helical portions of the system. Figure 18 shows a plan view of three carriages and portion of tracks 7a, 7b and 7c. The cover tracks are not shown for clarity. It can be seen in Figure 18 that wheels 6b act at a smaller radius, Rl , than wheels 6c, which acts at radius R2. Wheel 6a is not shown but operates at the same radius as wheel 6b. Therefore track 7c has a greater radius or curvature than Rl to allow wheels 6a and 6b to pass with adequate clearance.

Figure 19 shows a safe method for a passenger to embark a carriage moving in the direction of Arrow 'D\ The passenger initially approaches the carriages 1 at an angle in the general direction of motion, along Arrow Έ'. Once a free carriage is available, the passenger takes hold of a handrail 32 attached to the free carriage with their right hand as it passes by. At the same time, the passenger steps onto the moving free carriage with their right foot, and lifts their left foot off the floor. The passenger can then pivot around on their right foot, in the direction of Arrow 'F', in order to sit down if the carriage has a seat, or to stand fully on the carriage if there is no seat. _{Λ n}

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A safe method for disembarkation is shown in Figure 20. The passenger initially grasps the handrail 32 with their right hand, and then pivots in the direction of Arrow 'I' in order to face the direction of travel. If seated, the passenger must also stand. When it is safe to disembark, the passenger places their left foot onto the floor whilst at the same time lifting their right foot and releasing their grip of the rail 32. In order to lose momentum and to clear the way for other disembarking passengers, the passenger walks away from the carriages in a direction tangential to the moving carriages along Arrow Ή'.

Passenger conveyors may be incorporated into the system in order to make embarking and disembarking even easier, or to allow the system to travel at a higher speed. Figure 21 shows a conveyor 33 incorporating a handrail 34 mounted on a balustrade 35. For clarity of illustration, the balustrade of Figure 21 is see-through. With this arrangement, the passenger conveyor may be set to run at the same speed as the system, or set to run at an intermediate speed for a faster-moving system. To embark, after first checking that there is an available carriage, the passenger would step onto the conveyor when he is in line with the free carriage. The passenger can hold the conveyor handrail while taking hold of the carriage rail before finally stepping into the carriage. Similarly, when disembarking, once the carriage is in line with the conveyor, the passenger can step onto the conveyor 33 and take hold of the handrail 34 before letting go of the carriage rail. The passenger can then move from the passenger conveyor in the normal manner. Incorporating passenger conveyors into the system would enable a more conventional method for embarking and disembarking.

Figure 22 serves to illustrate that the system could be arranged so that embarking and disembarking is achieved via the central core. This would have the advantage of a lower peripheral _Λ

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speed for entering or leaving the system. Figure 22 shows that passenger conveyors could also be used for this arrangement. In this case the conveyor for the upside (inner) carriages takes the form of a rotating disc with the handrail 34 and balustrade 35 a central cylinder. Passengers disembarking the downside (outer) carriages must first step onto the outer conveyor, and then onto the inner, rotating conveyor, in order to leave the system. Figure 22 also shows the passengers facing inwards, and the carriages may incorporate an open canopy arrangement 5.

Figure 23 shows an arrangement for a system operating only between two floors. This arrangement would be particularly suitable in situations where floor-to-floor heights is relatively low. In this case, as journey time is short, there are no seats and passengers stand. The frames 5 offer both protection and restraint.

It will be appreciated by persons skilled in the art that the present invention also includes further additional modifications made to the device which does not effect the overall functioning of the device.