WO2003070616A1

WO2003070616A1 - Moving walkway system

Info

Publication number: WO2003070616A1
Application number: PCT/GB2003/000578
Authority: WO
Inventors: Pietro Iacoponi
Original assignee: Pietro Iacoponi
Priority date: 2002-02-20
Filing date: 2003-02-10
Publication date: 2003-08-28
Also published as: EP1476387A1; GB0302902D0; GB2385576B; AU2003207304A1; GB0203947D0; GB2385576A

Abstract

A passenger transport system (PTS) comprises at least one set of two or more endless moving belts (3a-3c) running generally in parallel with one another within a generally horizontal plane or a plane inclined to the horizontal at an angle of not more than 30 degrees. The belts are adjacent to one another but travel at different speeds. A first fixed platform (7) region adjacent to the belts provides at least one boarding region. The arrangement is such that a passenger is able to board a slower first belt from the first fixed platform region at a desired entry point. The passenger is then conveyed on the said slower first belt a desired first distance determined by him/her. He/she is then able at his/her own wish and of his/her own motion to transfer himself/herself to a second faster belt whilst in transit. He/she is then conveyed at the higher speed of the second belt a desired second distance, and optionally thereafter on to a third still faster belt, whereby he/she is conveyed at the still higher speed of the said third belt a desired third distance. The reverse operation allows him/her to transfer himself/herself when desired, from the faster or fastest belt to the slower or slowest belt. In the case of three or more belts in the set the transfer is made either forwards or in reverse via a belt or belts of a speed or speeds intermediate between the speeds of the said fastest and slowest belts. Finally, the passenger may transfer himself/herself from the slower or slowest belt to a second fixed platform region spaced from said first fixed platform region and having at least one alighting region at a desired exit point.

Description

MOVING ALKWAY SYSTEM

This invention relates to a mass transit system, and is particularly concerned with a passenger transport system (PTS) involving travelling walkways.

Passenger transport systems (PTS)involving travelling walkways are already known in the art. So-called travelators, for example, are routinely used in airport terminals to convey passengers rapidly between different locations within the terminal. The travelators in use are, however, limited in scope from the viewpoint of the numbers of passengers transported, and are lacking in flexibility from the viewpoint of passengers being able to get on and off the travelators. Thus, the passenger normally steps onto the travelator at a predetermined entry point, and, having being conveyed by the travelator a predetermined distance, steps off at an exit station.

JP 6127876 (HID A) describes a system in which a walking surface 1 and a footpath 2 are formed on the same surface, and, e.g., five conveyor belts la- le having a width of about 1 metre, on which a person can walk, are provided adjacent one another. The belts l and le, which face the footpath 2 are set at a low speed so that a person on the footpath 2 can ride on the belt la,le for transference, and the belts lb- Id are set at gradually increasing speeds, allowing the person to transfer in order from 1 belt to the other. In one example, the belts la-le are respectively set at 3 km/h, 6 km/h, 9 km/h, 6 km/h and 3 km/h. The carrying footpath may be applied for example to a block transferring city traffic system to eliminate traffic congestion. As the latter indicates, the HIDA invention can be used for short distances only. The drawings confirm this limitation. Thus, fig. 2 shows people travelling either from right to left, as on the bottom surface of a belt loop, or from left to right, as on the top surface of the belt loop. Such an arrangement, contrary to the invention, is inevitably limited in scope.

JP 9002766 (KUBOTA) describes and illustrates a double row coupled conveyor, e.g. an escalator. Kubota provides a plurality of footstep rows or belts which travel at different speeds between right- and left- hand skirt guard panels, and moving handrails having a speed approximately equal to the speed of the footsteps adjacent to the skirt guard panels. In a moving sidewalk, a low-speed travelling part and a high-speed travelling part are provided between low-speed and high-speed side skirt guard panels 18,28. The low- speed travelling part is composed of chain winding parts 10,14, a step-on horizontal low-speed travelling part 11, a rising low-speed escalator part 12, a separating horizontal low-speed travelling part 13 and a back side low-speed returning part and provided with low-speed and high-speed moving handrails 181 , 182. On the other hand, the high-speed travelling part is composed of chain winding parts 20,24, a step on horizontal travelling part 23, a rising high-speed escalator part 22, a separating horizontal highspeed travelling part 25 and a back side high-speed returning part and provided with a high-speed side high-speed moving handrail 281. An intermediate panel 3 provided with an auxiliary moving handrail is provided between the high-speed and low-speed travelling parts. At first sight, Kubota also appears to have the structural limitations of conventional escalators or travelators, and would not be suitable for conveying passengers a relatively long distance, e.g., between a suburb of London such as Hammersmith and a London Airport such as London Heathrow Airport.

Takamura et al. GB 2084099A (assigned to Mitsubishi Denki K.K.) describes as passenger conveyor apparatus comprising a first conveyor 6 for passengers and, adjacent thereto, a second conveyor 14 for carrying the passengers' luggage, the second conveyor 14 being driven at a higher speed than the first conveyor 6. In this way, passengers may, if they so wish, place their baggage on the second conveyor 14 whilst walking on the first conveyor 6, and pick up their baggage from the second conveyor 14 when they get off the first conveyor 6. Takamura is essentially an improvement of conventional travelators as used in airports, and is accordingly clearly distinguished from the present invention.

The passenger transport system (PTS) of the invention is able to process large numbers of passengers, and is flexible in use, allowing passengers to embark at a variety of entry points, and to disembark at a variety of exit points.

This invention consists in a passenger transport system (PTS) comprising at least one set of two or more endless moving belts running generally in parallel with one another within a generally horizontal plane, or a plane inclined to the horizontal at an angle of not more than 30 degrees, preferably, not more than 15 degrees, more preferably not more than 5 degrees, the belts being adjacent to one another but travelling at different speeds and a first fixed platform region adjacent to the said belts and providing at least one boarding region, the arrangement being such that a passenger is able to board a slower first belt from the first fixed platform region at a desired entry point, whereby the passenger is conveyed on the said slower first belt a desired first distance determined by the said passenger, and is then able at his /her own wish and of his/her own motion, to transfer himself/herself to a second faster belt whilst in transit, whereby the passenger is conveyed at the higher speed of the said second belt a desired second distance, the reverse operation allowing the passenger to transfer himself/herself, when desired, from the faster belt to the slower belt and from the slower belt to a second fixed platform region spaced from said first fixed platform region and having at least one alighting region at a desired exit point.

In a preferred embodiment of the invention, a third still faster belt is provided in said set of belts which conveys the passenger at a still faster speed a desired third distance, the passenger being able to transfer thereto from the second belt in one operation and back from the third to the second belt in a reverse operation.

The number of moving belts travelling at different speeds may be varied in accordance with the requirement of the particular PTS which is adopted, the number used depending on a number of factors including the spread of speeds needed, the desired speed of the slower or slowest belt which receives the passenger and from which the passenger alights on to a fixed platform region, and the desired speed of the faster or fastest belt and of any intermediate belt or belts.

In another particular embodiment of the invention, the PTS comprises at least two sets of belts each comprising two or more endless moving belts running generally in parallel with one another in a generally horizontal plane or within a plane inclined to the horizontal at an angle of not more than 30 degrees, preferably not more than 15 degrees, more preferably, not more than 5 degrees, the sets of belts being each located within a different horizontal plane or inclined plane, and the horizontal or inclined planes being spaced from one another as required by the system which is adopted, and means being provided for transferring passengers between the different sets of moving belts located within the corresponding different horizontal or inclined planes.

In a preferred embodiment, three continuous moving belts are used for both an outward journey and a return journey, the arrangement involving continuous belts in a loop or never-ending pattern. In a further preferred embodiment of the invention, each belt comprises an array of interlocking flights supported by, and moving on, a fixed monorail. The flights comprising the belts may run, for example, on ball or roller bearings, and may, for example be kept in position on supporting monorails by spring loading. Electrically driven motors may be used to drive the belts via an arrangement comprising appropriate friction rolls.

In a particular embodiment of the invention, the PTS comprises an elevated enclosure resting on legs, and containing therein a plurality of fixed platform regions and at least one set of two or more adjacent horizontal belts or belts inclined to the horizontal at an angle of not more than 30 degrees, preferably, not more than 15 degrees, more preferably, not more than 5 degrees, the belts running at different speeds, and access to, and exit from, said enclosure being effected by means of escalators extending from road level to one or more fixed platform levels, and, where appropriate, between platform levels.

Handrails may be provided to assist passengers who are embarking onto, or disembarking from, the moving belts of the system.

In a further particular embodiment of the invention, two distinctive generally parallel monorails supporting the corresponding moving belts run within each half of a longitudinally divided enclosure in a railway style layout. The two distinctive generally parallel monorails may be provided on each side with two or more grooves to receive the belts on sliding support means.

In a specific embodiment of the invention, the PTS comprises two distinctive monorails supporting the corresponding moving belts, each monorail having a T-shaped or like enlarged head relative to the grooved area, and interlocking flights comprising the moving belts being provided with spring-loaded wheels which are securely held by, and run within, the monorail grooves.

In a preferred embodiment of the invention, each flight is provided with lateral extensions to achieve a desired working width. The flights preferably overlap each other in such manner that gaps are avoided in the array of interlocking flights comprising a belt when the belt is travelling along an arcuate path which departs from straight-line motion. The outer faces of each flight may be machined or otherwise shaped to a finish or profile suitable for drive roll traction. Thus, the flight outer faces may be machined or shaped to a V-profile affording the self-centering of the drive rolls.

According to a preferred embodiment of the invention, each flight is provided with lateral extensions, and each such extension is so shaped as to underly the preceding or succeeding flight extension.

In a preferred arrangement, the PTS of the invention is provided with side rails the surfaces of which contain a plurality of spring-loaded spherical or cylindrical bearings which help to hold the moving belts in position on their respective monorails whilst allowing them to slide on the monorails.

The belts may each be driven by at least one set of paired (2x2) side drive rolls. The side drive rolls may themselves be driven by at least one intermediate roll between each pair of side drive rolls.

In one particular embodiment, a drive for 3x3 (forward and return) belts is provided by means of a single unit located transversely across the bottom of the enclosure.

It should be noted that the number of moving belts travelling at different speeds may be varied in accordance with the requirements of the particular PTS adopted. The number used depends on a variety of factors, including the spread of speeds needed, the desired speed of the slowest belt, which receives the passengers and from which they alight, and the desired speeds of the fastest belt and of the intermediate belt or belts.

In a preferred form of the invention, however, three continuous moving belts are used for both an onward journey and a return journey, the arrangement involving continuous belts in a loop or never-ending pattern (see Fig 3 of the accompanying drawings).

In a further preferred embodiment of the invention, each belt comprises interlocking flights supported by, and moving on, a fixed monorail. Each flight runs on bearings, and is kept in position on the monorail by spring loading. Electrically driven motors may be used, for example, to drive the belts via suitable friction rollers.

For a better understanding of the invention, reference is now made to the accompanying drawings, which illustrate one constructional form of passenger transport system (PTS) according to the invention.

In the drawings:

Fig 1 is a highly schematic sectional elevation of part of the passenger transport system (PTS) according to the invention;

Figs 2-4 are highly diagrammatic fragmentary plan views of part of the PTS:

Fig 5 is a sectional elevation of a detail of another part of the PTS;

Fig 6 is a sectional elevation of another detail of the part shown in Figs 2-4;

Fig 7 is an elevation, partly in section, of a further part of the PTS;

Figs 8 and 9 are highly diagrammatic elevations corresponding to Fig 5;

Fig 10 is a section corresponding to Fig 6 of an improved detail of the PTS;

Fig 10A is a section corresponding to Fig 5 of another improved detail of the PTS;

Fig 10B shows diagrammatically yet further details of part of the PTS;

Fig IOC is a diagram showing yet further details of the PTS;

Fig 11 is a highly diagrammatic and fragmentary partial plan view of details of the PTS;

Fig 11A is a further plan view corresponding to Fig 11;

Fig 12 shows, highly diagrammatically, a further constructional detail of the PTS;

Fig 12A shows further detail of an improved PTS; Fig 13 is a side view of yet another detail of the PTS;

Fig 13 A is a highly diagrammatic fragmentary plan view of a yet further detail of the PTS;

Figs 14A and 14B correspond to Fig 13 A;

Figs 15 and 16 show still further details of the PTS;

Fig 17 corresponds to Fig 13;

Fig 18 shows in plan view yet still further details of the PTS;

Fig 19 shows details of another part of the PTS;

Figs 20-23 show other details of the PTS;

Fig 24 is a highly diagrammatic plan view of an interchange forming part of the PTS;

Fig 25 corresponds to Fig 19;

Fig 26 corresponds to Fig 14B; and

Fig 27 shows yet other details of the PTS.

The modular universal passenger transport system (PTS) of the invention is designed to cover, in a comprehensive manner, all urban areas of a major City, and is conceived to be accessible to everyone, and to complement or eventually to supplant many of the existing private/public transport systems in use.

The basic layout is as shown in Figs 1-4. The same basic layout can be replicated in a North-South or East- West grid pattern so as to cover a City urban area. The intention is to have a grid system whereby no point should be more than a mile from an embarkation/disembarkation point of a passenger transport system according to the invention. Let us assume that a Blue Line runs North-South intersecting at 90 degrees a Red Line running East- West. In the fully developed transport system of the invention, facilities will exist at the point of intersection which will enable people to disembark from the Blue Line and embark on the Red Line. In this way, the passenger transport system of the invention can be developed into a fully integrated rail transport system.

The passenger transport system (PTS) of the invention comprises the following sub-systems:

(a) an above-the-ground tunnel, normally supplied and installed by outside contractors;

(b) escalators taking people from road level to the tunnel platform (see the drawings), supplied and installed by outside contractors, and similar, for example, to those normally in use in large department stores;

(c) a barrier/turnstile/ticketing system, supplied and installed by outside contractors, which system would provide for the entrance/exit of travellers;

(d) a lift for wheelchairs, pushchairs, trolleys and like vehicles, which would be positioned as necessary, every mile or so for example, to complement the normal escalators;

(e) a drive system which provides drive power for the moveable belts and therefore enables transportation of passengers on the belts (this system may be similar to that powering the London Eye although it needs to be on the scale of the PTS of the invention);

(f) a computerized control system, supplied and installed by outside contractors, which provides real-time powering and monitoring of all the mechanical functions as well as visually displaying the passenger traffic at the various strategic points of the PTS of the invention;

(g) an alarm sub-system, supplied and installed by outside contractors, which acts on all the drive-system motors in order to bring to a halt either a specific line or lines or the entire PTS in the case of an emergency; and

(h) an heating/air conditioning system supplied and installed by outside contractors. The heart of the PTS invention is represented by the three movable belts illustrated in Figs 1-4, which are manufactured and assembled in place in exactly the same manner, the only differences between them being their running speeds. With reference to Fig 1 the belt indicated at 3a is the slowest because this is the embarkation/disembarkation belt. Thus, its speed must be such that it is comfortable for passengers to step on/off it from/to the stationary fixed platform (see Fig 1 for example). The speed at which the second belt 3b (see Fig 1) travels is the highest at which a person may achieve transfer from/to the first belt 3a (see again Fig 1). The speed at which the third belt 3c (see Fig 1) travels is the highest at which a traveller may achieve transfer from/to the second belt 3b (see Fig 1).

Since this is a new concept, the belt running speeds require experimentation in order that one may find out which is the highest speed at which a human being may embark/disembark or transfer from one belt to another. However, as a rough indication, the travelator systems used at airports provide a useful guide. These systems are in use at many airports and other facilities throughout the world, and, despite their widespread use, no major accidents or difficulties which would make them unsuitable for use with passengers have been reported. It goes without saying that the higher the speed the better for the traveller since he/she will then be able to complete his/her journey in the shortest time available, consistent, of course, with the overriding requirement of safety.

Let us imagine that an outside contractor has already built an above-the- ground tube-shaped enclosure (the layout is as indicated in Fig 1 of the drawings). The enclosure is divided by a diaphragm indicated at 11 in Fig 1 which separates the forward from the return belts.

At the time of delivery, the enclosure is bare, i.e., without belts and other items, but several escalators may already have been installed for bringing passengers up from ground level and then down again. At this point, we need to build on the floor of the enclosure one continuous central rail for each one of the belts. The lay-out of each one of the three belts resembles that of a conventional single rail, and the curves of the three belts are similar to, but generally of shorter radius than, the curves already existing in known railway systems. On the other hand, in order to optimize safety, the cross-section of each belt-supporting rail may be constructed in a manner indicated in the accompanying drawings. Thus, after the installation of three monorails, we end up with a loop extending right through the complete PTS lay-out (see Fig 3). In building this, we propose making use of developments already achieved in railway building, such as, for instance, in situ butt welding of the individual rail sections in order to achieve an uninterrupted loop. Problems of metal expansion need to be taken care of just as in conventional railway systems. Fig 10 shows one embodiment of rail for use in the PTS of the invention, the rail being shown in cross-section, The relative dimensions shown need, of course, to be optimized on the basis of experience gained in the development of the PTS of the invention. The monorail is fixed on to a substantial floor of steel or like suitable material, (not shown) either directly or using pedestals, to achieve the correct working height. The monorail features on either side two or more (depending on functionality) semi-circular slots 133 running all along the length of the individual monorail, i.e., the loop (see Fig 10A). These semi-circular slots are very important because they provide the means of achieving drive or relative motion between the static monorail and the moving flights constituting the movable belts in the PTS of the invention, and, therefore, the movement of the passengers who are supported on the surfaces of these belt flights. A mobile milling/grinding/finishing machine or apparatus may be used to produce such slots in situ, i.e., the slots should not normally be present on the individual rail sections when they are installed. The number of slots is optimized to achieve the best and safest ride characteristics.

Method of fixing the monorail to the floor of the elevated enclosure.

The following method is suggested for the fixing of the three monorails and of side support rails (see Fig 27 below) to the floor of the elevated enclosure. The monorail is first inserted into the enclosure and is slid radially on a substantial pedestal such as that shown in Fig 25 of the drawings, which pedestal features a suitable seat. After this, the pedestal is fixed on to pre- drilled holes on the enclosure floor by means of bolts. If necessary, the bolts may be provided with compressive load-bearing springs as shown in Fig 25, in order to optimize the assembly or its functionality. The monorail may then be tightened in position by means of suitable bolts provided with resilient pressure pads at their extremities.

The flight unit.

The flight unit is a major feature of the PTS of this invention. So far, in the construction, we have a raised enclosure with three individual monorails for forward movement and three individual monorails for return movement.

The flight unit shown for example in Figs 6, 10, 10B, 10C, 12A, 15, 16, and 20 is a robust component composed of metal or like suitable material. Its surfaces are precision-machined and its final dimensions need to be optimized taking into consideration a walking belt of 60-70 cm or more and the weight of passengers walking on the belts.

Fig 10 (see above) refers to a monorail/flight arrangement in which the illustrated flight is securely held on the monorail (not shown) by means of a first pair of spring-loaded spheres 101 on the left-hand side of the rail and a second pair of spring-loaded spheres 102 on the right-hand side of the rail. The strength of the springs used to load the spheres must be such as to afford maximum stability to the passengers walking on to the flights 103, standing on them, where applicable, sitting on them, and walking off them. It will be appreciated that the discussion of belts involves the discussion of the flights which make them up and vice versa. The flights may be positioned and held on their supporting monorails by a variety of means, some of which are discussed below and others of which will be readily apparent to the skilled persons in the art to which this invention relates.

The length of an individual flight 103 is very important so far as its relationship with the radii or curves of the monorail lay-out is concerned, the optimum length being determined by design calculation employing appropriate computer software. Again, the criteria involved will be readily apparent to the skilled addressee.

By way of example, Fig 11 A shows in plan view four flights 103 supported on a monorail 104. As the basic individual flights 103 are not wide enough to provide the 60-70 cm width needed for passenger traffic and to achieve the full designed width of the belt made up of these individual flights, extensions 106 are provided on the left-hand and right-hand sides of each individual flight (see Fig 12 A). The flight block or unit is fitted so as to accommodate two extensions which are fastened by means of bolts, screws or like fastening means 107 to the left-hand and right-hand sides of the flight itself. With the two extensions at its sides, the complete flight is now wide enough for a person or a wheelchair/pushchair to stand on and be moved along the flight itself and its preceding and succeeding flights together making up the composite belt.

The shape of the flight extensions 106 needs careful consideration with reference to movement along curves. In fact, if the extensions were rectangular, we would get an undesired "fanning out" effect as shown in Fig 13 A (cross-hatched areas), which would be dangerous for people moving along or across the belts. In fact, the walking surface might well contain void spaces since the rectangular flight extensions would not be large enough to cover the entire walking area. Therefore, the extensions would need to comprise enlargements and be similar to the wings of a butterfly, being provided with overlaps as illustrated in Figs 14B and 26. Such an arrangement is similar to that of the slats used in carousels at airports where each individual slat is able, along curves, to "disappear" under the succeeding slat. Fig 14A indicates the profile of the flight 103, including its extensions 106.

Flight section bumper.

To render the contact between the flight units more positive and "springy", rather than a metal-to-metal contact, the forward and rear faces of each flight 103 are provided with spring-loaded mini-bumpers 109 (see Fig 23). This arrangement ensures optimum belt tension whilst, at the same time, facilitating the removal and replacement of any faulty flight unit. Such a replacement may be carried out by radially compressing a few flight units downstream and upstream of the faulty flight in order to remove and replace the flight.

At this point of the construction, we have three completed belts placed on three individual monorails across the design width of 60-70 cm as required.

To make the flight units more stable and secure during their movement along the monorail, a side rail support system is envisaged for the cantilever ends of the flight unit extensions (see Fig 15).

In order to achieve smoother sliding between the undersurfaces of the flight extensions 106 and the surfaces of the side rail supports 108, the latter surfaces may be provided, for example, with rows of coil-sprung spheres (not shown). This is similar to the arrangement suggested above for the main movement involved in belt motion. In a refinement, the rows of coil- sprung spheres, cylindrical roller bearings or like means may be positioned in an offset pattern (not shown), so that the flight extension 106 is always supported, i.e., always in contact with the coil-sprung spheres, cylindrical roller bearings or like means.

The side support rail 108 supports adjoining belts, (a) one on the left and (b) one on the right, except, of course, for the extreme left-hand side and extreme right-hand side of the three-belt system, which constitute the beginning and the end of the system itself. The belts themselves are, of course, each made up of an array of flights equipped with the flight extensions referred to above, and it is the latter which, in fact, rest on, and are supported by, the side support 108. The flight extension extremities are necessarily exposed and, additionally, move at different speeds. In order to prevent clothing or other items from being caught by the moving mechanisms in such an exposed area, a profile strip 301, with a mushroom shape in section and composed of brass, aluminium, steel or plastics material, for example, is fixed within a groove or slot within the flight extension and runs the entire length of each belt array. The profile strip 301 may be provided on its top surface with bristles (not shown) which brush against passing flight extensions, in the same way as the safety devices provided on common escalators.

Fig 22 shows a bumper arrangement comprising the body 111 of a preceding flight, the body 112 of the following flight, bumpers 109 and spring coils 113. The bumper 109 slides along the shaft when the coil 113 is compressed/decompressed.

Fig 23 shows flights 103 without their extensions 106.

The illustration shows that, for each flight 103, two bumpers 109 are used. The special frustoconical shape used for the bumper 109 facilitates the contact/interlocking of flights 103 along a horizontal plane, providing benefits so far as steadiness of the belt is concerned as well as extra security against forces acting within the vertical plane of the flights.

Grab handle.

Fig 21 shows a method of fixing a grab handle 115 to the flight 103. This same method or means may be used to lock/support a seat or bench 15, one per flight every so many flights, 4-5 for instance, or a system for holding luggage.

Roller with coil compression arrangement.

Fig 10B represents a preferred method of fitting a roller bearing 2A to a flight. It will be observed that, with this method, we now have a set of four roller bearings running in, and keeping a positive contact with, the grooves 133 in the rail 104 (see Figs 10A and 10C). The drive system.

At this point in the construction, we have all that is required for the PTS except for the means for imparting drive motion to the flight sections and thus to the composite belts themselves.

Figs 11, 13 and 16-18 illustrate what is suggested.

Fig 16 depicts a flight unit 103 with its left-hand and its right-hand extensions 106 and two drive rolls 116, 117, which are part of the overall drive system. The chevron profiles of the drive rolls engage the flight unit raceway 119, which itself has a chevron profile in order to facilitate self- alignment, and to increase contact area. Roll 116 rotates in an anticlockwise direction whilst roll 117 rotates in a clockwise direction. The action of both rolls drives the flight units 103 forwards (and therefore the travellers standing on their upper surfaces). In this arrangement, the monorail shown in previous sketches is not shown.

Fig 17 shows a drive roll 117 which is part of a larger drive unit (not shown).

Fig 11 is a plan view of the drive for one belt. The drive comprises drive rolls 116 on the left-hand side with its companion roll above and a large distribution roll 121 to the left. The same arrangement obtains for the right- hand rolls 117. This double tandem arrangement achieves a powerful drive.

Fig 18 shows a multiple drive unit powering all six monorails (three forward and three return).

Fig 19 shows a monorail 104 supported by pedestals 131 secured by bolts 24 to a base plate 22. The space 139 receives the drive units of Fig 18 (not shown in this figure).

Fig 20, which is an improved version of the flight embodiment illustrated in Fig 6 and is very similar to that of Fig 10, shows spring loaded spherical ball bearings 201 and a fastening member 202 together with threaded recesses 203 for receiving fastening means (not shown) securing appropriate extensions 106 (also not shown) to the flight unit which is illustrated. The latter is similar in substance to the flight unit illustrated in Fig 10C, which, however, is specially shaped so as to be more readily retained on, and in sliding engagement with its supporting monorail 104.

As indicated above, Figs 22 and 23 show further details of flight construction whilst Fig 25 shows details of a rail pedestal, Fig 26 shows a different structure for the extensions 106 to achieve the butterfly effect referred to above and Fig 27 shows, highly diagrammatically, side support rails with their coil-sprung spherical bearings.

In order to optimize the design of the drive system, a single unit serving three or even six monorails/belts is envisaged. Such single units are positioned at suitable distances as determined by design calculations using appropriate computer software in order to provide the necessary power for driving the individual belts. Each unit comprises a motor/motors, drive rolls, any direction inverters and a load sensor, together with various other electronic components such as those governing alarm and like functions.

The load sensor is used to provide more power as required or to de-activate a particular drive or its motor when the latter is subjected to excessive load for any reason, or in the case where an item of clothing is trapped. This is important for the security of travelling passengers. On the other hand, if one drive unit were to be shut down, the system provides for the possibility that the adjoining drive units may be made to supply additional power in order to compensate for the power loss ensuing from the shut down.

The PTS as a whole.

The enclosure 4 illustrated in Fig 1 is raised above the ground shown at 1 on supports 2 spaced at suitable intervals along the length of the system. The belts 3 are shown only in the left-hand part of the enclosure of Fig 1 but it will be understood that the right-hand part houses the returning belts. The belts 3a, 3b and 3c in the left-hand half of the enclosure 4 travel in the forward direction (away from the viewer), as shown by the arrows 5. The belts 3 a, 3 b and 3 c travel in the opposite direction (not shown) within the right-hand half of the enclosure 4 shown in Fig 1. A fixed platform 7 is provided on the perimeter of the enclosure 4 ( see also Fig 2) for access to, and egress from, the belts 3. Access to the platform 7 is provided by an escalator 10. Corresponding means (not shown) are provided on the right-hand side for alighting passengers exiting the enclosure via the platform 7. Fixed staircases may be additionally provided.

Fig 2 is a fragmentary plan view of the left-hand half of the belt system 3. An escalator 8 shown in Fig 1 brings passengers onto the platform 7, which gives access to the first moving belt 3a. Hand rails 9 provide hand holds for the embarking passengers. Further hand rails (not shown) may be provided between the belts 3 a and 3 b and the belts 3 b and 3 c, respectively, to assist in the movement of passengers from one belt to another. A wall 11 divides the left-hand half of the enclosure 4 from its right- hand half.

Fig 3 shows in plan view the diagrammatic loop arrangement for the belts 3 of the passenger transport system of the invention. The belts 3 have a loop pattern, i.e., a never-ending pattern. In this embodiment of the invention, when in use, the belts 3a-3c move at different speeds; specifically, speed increases inwardly, i.e., the belt 3b moves faster than the belt 3a, and the belt 3 c moves faster than the belt 3b. This allows rapid passenger transit.

Fig 4 shows in fragmentary plan view the left-hand side of the belt system 3, as viewed in Fig 1. Access to the slowest belt 3a from the platform 7 is available at various entry points 12 between the moving hand rails 9. The arrows 5 show the direction of movement of the belts 3a-3c. The arrow 14 shows the "passenger stepping-on" direction. Benches 15 may be provided for the passengers on the belt 3c. The belt array 3 is programmed so that, in use, the belt 3b moves at twice the speed of the belt 3a, and the belt 3c moves at twice the speed of the belt 3b. It would be understood by the skilled person in the art to which this invention pertains that a great deal of development research is needed to determine the feasibility of different speeds for the different belts and it may be found in practice that a doubling, up as just suggested is impracticable for various reasons including passenger safety, which is of paramount importance. The speeds of the belts are therefore adjusted in development of the PTS by both design calculation and trial and error on models until the optimum spread of speeds is achieved for the particular number of belts used.

The rail unit shown in Fig 5 is made up of two half-units 21 supported on the metal base plate 22 of the enclosure 4 by pedestals or stanchions 23. Bolts 24 secure the pedestals 23 to the plate 22, and bolts 25 secure the half-units 21 to the pedestals 23. The rails for the belts 3 comprise three sequences of rail units aligned on the base plate 22 to provide rail supports for the belts 3a-3c, respectively. The bolts 24 normally do not require adjustment, but the bolts 25 allow adjustment of the spaces between the half-units 21 of the rail units as can be measured by the distance between the opposing inner faces 27 of each pair of half-units 21.

Each belt 3 comprises a sequence of flights 31 interlocked with one another by suitable means ( not shown). One such flight 31 is shown in sectional elevation in Fig 6. The flight 31 is again in two parts, an upper part 32 and a lower part 33, with a spring-loaded adjustable tie 34 therebetween. Bearings 35 are provided on the under-surface 36 of the upper part 32 of the flight 31. The upper face 37 of the part 32 provides a walk-on and standing surface 38 for the passengers. The flanges 39 of the upper part 32 of the flight 31 are provided with internally threaded recesses 41 securing to the upper faces of the flanges 39 extension flanges (not shown), which, once in place, complete the flight 31. The bearings 35 are seated on corresponding faces of cut-out portions 42 of the rail unit 26, which constitute bearing seats. Bearings 43 on the lower part 33 of the flight 31 are received, in assembly, within corresponding seats 44 of the rail unit 26. A friction material (not shown) is provided on the bottom face 45 of the flight 31 for cooperation with a drive unit described below.

On assembly, the two parts of the flight 31 are held together by the adjustable spring-loading provided by the tie 34. The latter is designed to allow separation of the two parts for assembly in situ on the corresponding rail.

The drive unit 51 shown in Fig 7 comprises a drive roller 52 on pedestals 53 fixed to the metal floor 22. The roller 52 may be powered in various ways. It is presently envisaged, however, to use an array of electric motors spaced to provide the overall drive needed. The electrically driven rollers 52 contact, in use, the under surfaces of the belts 3. A suitable friction surface (not shown) on the roller 52 contacts the corresponding friction surface on the underside 45 of the flight 31, the resulting connection between the contacting friction surfaces allowing the drive units 51 to drive the belts 3.

Further reference is made to the following drawings already referred to.

Fig 8 is a side elevation of a rail fixing mechanism; Fig 9 is a front view of another rail fixing mechanism;

Fig 10 is a sectional elevation of a flight according to the invention;

Fig 11 is a view from above of the drive mechanism for the flights;

Fig 12 shows two flights side by side; and

Fig 13 is a side view of a drive roller.

Fig 8 shows an arrangement in which a pedestal fixed to the floor has on its upper face a protruding tongue which is inserted into a corresponding recess formed in the bottom face of a rail unit. This arrangement holds the rail unit in its desired position.

Fig 9 shows a single rail (top part) inserted onto a pedestal (bottom part), which, in its turn, is bolted onto the floor. The figure also shows two through bolts which, transversely, fix the rail onto the pedestal. The rail has four (two on each side) semi-circular continuous slots which receive the corresponding four spring-loaded spheres carried by the internal faces of the flight. The force of the springs acting on the spheres needs to be commensurate with the stability and overall weight-carrying capability of the flights and hence of the belts.

Reference is now made to the flight shown in Fig 10. The top of Fig 10 shows six tapped recesses for receiving the screws fixing the flight extensions which form part of the moving belt. The four spring-loaded spheres are located within the semi-circular slots formed on the outer faces of the rail unit (see Fig 9). The two V-shaped concave slots of the flight unit receive the drive rollers having a convex contour which constitute part of the drive mechanism for the flights. The V-shaped surfaces and those of the rollers are composed of friction material. The four (2 plus 2) rollers (see Fig 12) are permanently seated within the "V" slots even when the mass transit system is at rest but are provided with a release mechanism which detaches the rollers from the "V" slots for maintenance purposes.

The drive unit shown in Fig 11 has 2 x 2 rollers pressing against the shoe face of the rail. By so doing it will provide on rotation a drive movement to the side face of the flight. This action drives forward the passenger carrying belt. The unit provided with suitable reduction gearing (not shown) may be extended horizontally over the floor to serve 3 x 3 rail units. A side view of a drive roller is shown diagrammatically in Fig 13. Fig 12 shows two flights side by side with an interlocking feature represented here by a powerful flat spring. The function of the spring is to remove any slack between flights. Such an arrangement is helpful when maintenance tasks are needed. It also abates noise, i.e., it prevents the head of one flight from crashing into the foot of an adjoining flight.

Profile of extensions to flights.

Figs 14B and 26 give an indication of the profiles of the cantilevered extensions 106 to the flights 103. The extension comprises two components

(a) and (b), respectively, where (a) is the leading edge of the extension and

(b) is the trailing edge of the extension (see in particular Fig 26). The reason why the lips of the extensions 106 are feather-edged is to avoid entrapment of shoes when, on taking a curve, the flight extensions 106 come closer to each other, in a parallel with the action of bellows in a squeeze box.

Side support rails.

Fig 27 shows side support rails with offset coil-sprung spheres. The drawing shows:

(a) a right-hand side support rail;

(b)the monorail; and

(c) a left-hand side support rail.

Drive unit rotation.

Problems have occurred in getting the distribution wheels of the drive system to rotate in such a way as to provide the correct motion when they feed four belt drive wheels. It is believed that persons skilled in the art will not have major difficulty solving this problem but at this point in time further work needs to be done.

Finally, some discussion is needed regarding interchange.

Point of interchange.

In a developed PTS, there may be at least one point of interchange which allows passengers to get off one line and get on another line. This corresponds to a so-called two-line grid. A plan view of such an interchange is shown in Fig 24.

At a point where two lines intersect, one line will run at a level above the other; this is similar to an arrangement in which two pipelines are set in a cross pattern, e.g., at 90 degrees, and in which, as in the present case, one line (a) runs West to East and is set at a lower level and the other (b) runs North to South above the first-mentioned pipeline.

At the point of interchange, some passengers may need to effect a transfer from line (a) to line (b) or vice versa, i.e., passengers from track 2 in a three- belt system may wish to transfer to track 3 for a South-to-North journey or to track 4 for a North-to-South journey, or indeed to reverse their journey and go in a direction opposite to that in which they had previously travelled by going on to track 1.

One possible solution to such a requirement would be the inclusion of four exit points (2,4,1,3) and four entry points (1,3,2,4). The exit points are connected by means of escalators to a passenger routing hall (c) which is set above both PTS lines (a) and (b), using materials and systems commonly used at airports in conjunction with travelators. The passenger routing hall (c) is indicated by means of a double line in Fig 24. In order to reach the routing hall, the exit escalators together with their metal enclosures will need to be set at an ascending angle. Once the passengers have reached the routing hall, they will be able to select whatever direction they need for the continuation of their journey. It is to be noted that the entry points are connected with escalators at a descending angle and which are driven in a reverse motion as compared with that of the exit escalators.

In many cases, the walls of the enclosure 4 will be pierced by suitable openings to provide ventilation and avoid, where possible, any claustrophobic passenger reaction. Furthermore, sophisticated air conditioning means will generally be provided including appropriate heating and cooling means and ventilating means. The problems which have occurred, and are occurring, for instance, in the deep tunnels of the London Passenger Transport System referred to generally as the London Tube need to be avoided.

Claims

1. A passenger transport system (PTS) comprising at least one set of two or more endless moving belts running generally in parallel with one another within a generally horizontal plane, or a plane inclined to the horizontal at an angle of not more than 30 degrees, the belts being generally adjacent to one another but travelling at different speeds, and a first fixed platform region adjacent to the said belts and providing at least one boarding region, the arrangement being such that a passenger is able to board a slower first belt from the first fixed platform region at a desired entry point, whereby the passenger is conveyed on the said slower first belt a desired first distance determined by the said passenger, and is then able at his/her own wish and of his/her own motion, to transfer himself/herself to a second faster belt whilst in transit, whereby the passenger is conveyed at the higher speed of the said second belt a desired second distance, the reverse operation allowing the passenger to transfer himself/herself when desired, from the faster belt to the slower belt, and from the slower belt to a second fixed platform region spaced from said first fixed platform region and having at least one alighting region at a desired exit point.

2. A PTS according to claim 1 wherein a third still faster belt is provided in said set of belts which conveys the passenger at a still faster speed a desired third distance, the passenger being able to transfer thereto from the second belt in one operation and back from the third to the second belt in a reverse operation.

3. A PTS according to claim 1 or claim 2, wherein the number of moving belts traveling at different speeds is varied in accordance with the requirements of the particular PTS which is adopted, the number used depending on a number of factors including the spread of speeds needed, the desired speed of the slower or slowest belt, which receives the passenger and from which the passenger alights on to a fixed platform region, and the desired speed of the faster or fastest belt and of any intermediate belt or belts.

4. A PTS according to any of claims 1 to 3, which comprises at least two sets of belts each comprising two or more endless moving belts running generally in parallel with one another within a generally horizontal plane or an inclined plane, the sets being each located within a different horizontal or inclined plane, and the horizontal or inclined planes being spaced from one another as required by the system which is adopted, and means being provided for transferring passengers between the different sets of moving belts located within the corresponding different horizontal or inclined planes. A PTS according to any of claims 1-4, wherein three continuous moving belts are used for both an outward journey and a return journey, the arrangement involving continuous belts in a loop or never ending pattern. A PTS according to any of claims 1-5, wherein each belt comprises an array of interlocking flights supported by, and moving on, a fixed monorail. A PTS according to claim 6, wherein the flights comprising the belts run on ball or roller bearings and are kept in position on the supporting monorails by spring loading. A PTS according to any of claims 1-7, wherein electrically driven motors are used to drive the belt via an arrangement comprising appropriate friction rolls. A PTS according to any of claims 1-8, comprising an elevated enclosure of generally tubular shape resting on legs and containing within the enclosure a plurality of fixed platform regions and at least one set of two or more adjacent horizontal moving belts running at different speeds, access to, and exit from, the enclosure being effected by means of escalators extending from road level to one or more fixed platform levels, and, where appropriate, between platform levels. A PTS according to claim 9, wherein handrails are provided to assist passengers who are embarking on to or disembarking from, the moving belts of the system. A PTS according to any of claims 9 or 10, wherein two distinctive generally parallel monorails supporting the corresponding moving belts run within each half of a longitudinally divided enclosure in a railway style lay out. A PTS according to any of claims 9-11, wherein two distinctive generally parallel monorails are provided on each side with two or more grooves to receive the belts on sliding support means. A PTS according to claim 12, which comprises two distinctive monorails supporting the corresponding moving belts, each monorail having a T-shaped or like enlarged head relative to the grooved area, interlocking flights comprising the moving belts being provided with spring-loaded wheels which are securely held by, and run within, the monorail grooves.

A PTS according to claim 13, wherein each flight is provided with lateral extensions to achieve a desired working width. A PTS according to claim 14, wherein the outer faces of each flight are machined or otherwise shaped to a finish or profile suitable for drive roller traction. A PTS according to claim 15, wherein the flight outer faces are machined or shaped to a V-profile affording the self-centering of the drive rollers. A PTS according to any of claims 14-16, wherein each lateral extension is so shaped as to underly the preceding or succeeding flight extension. A PTS according to claim 17, provided with side rails the surfaces of which contain a plurality of spring-loaded spheres which help to hold the moving belts in position on their respective monorails whilst allowing sliding movement of the said belts on the said monorails. A PTS according to claim 18, wherein the said belts are driven by at least one set of paired (2 x 2) side drive rolls. A PTS according to claim 19, wherein the drive rolls are themselves driven via at least one intermediate roll between each pair of drive rolls. A PTS according to claim 20, wherein a drive for 3 x 3 (forward and return) flight belts is provided by means of a single unit located transversely across the bottom of the enclosure.