Patent Description:
There is provided herein a height safety trolley and modular rigid rail system for construction and maintenance personnel working at height, designed to allow continuous, smooth and fail-safe operation, for fall restraint and fall arrest, rope access and abseil.

A first aspect of the invention is as set out in independent claim <NUM>. Optional features are as disclosed in dependent claims <NUM> to <NUM>.

Notwithstanding any other forms which may fall within the scope of the present invention, preferred embodiments of the disclosure will now be described, by way of example only, with reference to the accompanying representative illustrations in which:.

With reference to <FIG>, a fall restraint and fall arrest, rope access and abseil trolley <NUM> comprises a main chassis <NUM> having an engagement mechanism <NUM>, operable in a rail engagement position shown in <FIG> to engage an aluminium extrusion rigid rail <NUM>, and a rail disengagement position shown in <FIG> to disengage a rigid rail <NUM>. The chassis <NUM> and/or the engagement mechanism <NUM> may be a die-cast alloy.

The trolley <NUM> further comprises a connection arm <NUM> connected to the main chassis <NUM>. The connection arm <NUM> may be forwarded aluminium. A lanyard attachment point (not shown) may further be affixed to the connection arm <NUM>, whereby a user may tether a carabiner and a lanyard attached to a safety container housing tools and equipment for rope access maintenance operations. The lanyard attachment point may be stainless-steel.

The trolley <NUM> further comprises a cast aluminium safety attachment clip body <NUM> operably interfacing the main chassis <NUM> and the rail engagement mechanism <NUM>.

The clip body <NUM> is movable downwards or upwards with respect to the connection arm <NUM> between a rail engagement position shown in <FIG>, wherein the clip body <NUM> holds the rail engagement mechanism <NUM> in the rail engagement position, and a rail disengagement position shown in <FIG> wherein the clip body <NUM> allows the rail engagement mechanism <NUM> to assume the rail disengagement position.

As shown in <FIG>, <FIG>, the clip body <NUM> is movable upwards or downwards with respect to the connection arm <NUM> to define a functional gap <NUM> therebetween. The trolley <NUM> may be configured so that the rail engagement mechanism <NUM> cannot assume the rail disengagement position if the functional gap is greater than a threshold, such as of greater than one centimetre.

As shown in <FIG>, when a stainless steel twist lock carabiner <NUM> or the like is attached to the connection arm <NUM>, the carabiner <NUM> prevents the clip body <NUM> moving upwards against the connection arm <NUM> to close the functional gap <NUM>, thereby allowing the rail engagement mechanism <NUM> to assume the rail disengagement position, and consequently providing a fail-safe feature when a user is tethered to the trolley <NUM> by conventional safety hardware.

As further shown in <FIG>, the connection arm <NUM> may be generally handle shaped defining side portions <NUM> and a cross portion <NUM>. The side portions <NUM> may be secured to the main chassis <NUM> by means of two side retention stainless steel allen screws <NUM>.

The clip body <NUM> takes the form of a protective cowl which generally covers the main chassis <NUM>. The connection arm <NUM> and the clip body <NUM> may therefore define parallel planar surfaces across the trolley <NUM>, defining the functional gap <NUM> therebetween and thereby allowing for the positioning of the twist lock carabiner <NUM> either side of the trolley <NUM>.

Two safety latches <NUM> may operably interface between the clip body <NUM> and the main chassis <NUM>, to hold the clip body <NUM> securely in the rail engagement position. The safety latches <NUM> may automatically engage when the clip body <NUM> moves to the rail engagement position. As shown in <FIG>, the safety latches <NUM> may move with the clip body <NUM> and may comprise bevelled edges <NUM>, which interface with corresponding edges of the main chassis <NUM> to lock safely in place. The safety latch <NUM> may comprise an extension engagement spring <NUM> to bias the safety latch <NUM> into the latched position, thereby preventing incorrect attachment to the rigid rail <NUM>.

In the embodiment shown in <FIG>, the safety latch <NUM> comprises a round release knob <NUM> accessible via an ovular aperture <NUM> through the clip body <NUM>, to allow manual disengagement. The trolley <NUM> may comprise two safety latches <NUM> wherein the two round release knobs must simultaneously be manually operated in opposite directions, to disengage the clip body <NUM> from the main chassis <NUM>.

The rail engagement mechanism <NUM> may each comprise two pivot arms <NUM> pivotally coupled to the main chassis <NUM>, which pivot inwards when in the rail engagement position and which pivot outwards when in the rail disengagement position.

Each pivot arm <NUM> may define two lower bearing recesses <NUM> for accommodating two lower roller bearings 117B with pins therein. The main chassis <NUM> may similarly define four upper bearing recesses <NUM> for accommodating four corresponding upper roller bearings 117A with pins therein. As such, when the pivot arms <NUM> pivot inwardly the lower roller bearings <NUM> are constrained inwards with respect to the upper roller bearings <NUM>, thereby enclosing around the rigid rail <NUM> to effect the rail engagement position. The offset interfacing of the multiple lower and upper roller bearings <NUM> with the rigid rail <NUM>, ensures smooth travel of the trolley <NUM> at any load angle.

As shown in <FIG> and <FIG>, four locking dowel pins <NUM> may be pushed downwards by the clip body <NUM> through the main chassis guide channels <NUM>, into the aligned pivot arm guide channels <NUM> to securely hold the pivot arms <NUM> in the rail engagement position.

A plurality of compression springs <NUM> affixed to the locking dowel pins <NUM> may bias the clip body <NUM> upwards into the disengagement position.

As further illustrated in <FIG>, when a twist lock carabiner <NUM> or the like maintains a minimum functional gap between the connection arm <NUM> and the clip body <NUM>, distal ends of the locking dowel pins <NUM> may yet extend part way into the pivot arm guide channels <NUM>, thereby providing a fail-safe feature even if the safety latches <NUM> inadvertently disengage during use.

As further illustrated in <FIG>, the trolley <NUM> may comprise a braking mechanism for usage in inclined locations and rope access anchorage. The braking mechanism may comprise a frictional rail brake arm <NUM>, which frictionally engages the rigid rail <NUM> in use to prevent the trolley <NUM> from running therealong.

As shown in <FIG>, the frictional rail brake arm <NUM> may conform to a curvature of the rigid rail <NUM> and may comprise a frictional pad <NUM> thereunder which frictionally engages the rail head upper portion <NUM> of the rigid rail <NUM>. The frictional rail brake arm <NUM> may be pivotally coupled to the main chassis <NUM> at a pivot point <NUM>.

The braking mechanism may comprise a cast aluminium manual braking lever <NUM> acting on a cam shaft <NUM>, which turns an integral cam <NUM> to bear the frictional rail brake arm <NUM> against the rigid rail <NUM> in the manner shown in <FIG>. The manual braking lever <NUM> is located at one end of the trolley <NUM> and is easily accessible and readily engaged with clear visual markings.

As illustrated in <FIG>, when in the rail engagement position the trolley <NUM> defines a channel <NUM> therethrough which is non-circular in cross-section. Furthermore, the rigid rail aluminium extrusion <NUM> may be of a low-profile architectural form and define a rail head upper portion <NUM> having a non-circular cross-section conforming to the non-circular channel <NUM>. As such, when in the rail engagement position the trolley <NUM> is restrained and cannot rotate with respect to the rigid rail <NUM>.

The rigid rail aluminium extrusion <NUM> may further define a rail base lower portion <NUM>, to which rail mounted clamping brackets (not shown) or the like may be affixed to support the rail head upper portion <NUM>, for installation of the system on buildings or structures using anchor bolts or the like.

The rigid rail aluminium extrusion <NUM> may further span and comprise modular lengths with splice joints and end stops, intermediate and end anchorages (all not shown).

The rigid rail aluminium extrusion <NUM> may further be configured to facilitate usage of the system in either level or inclined locations, and around radiused corners.

As illustrated in <FIG>, the trolley <NUM> may comprise a fall arrest indicator wherein the connection arm <NUM> defines an integrated fail-safe feature comprising a sacrificial frail edge <NUM> as shown in <FIG>. As such and as shown in <FIG>, if excessive force is applied in the event of a fall arrest situation to the connection arm <NUM> by the twist lock carabiner <NUM> or the like, the integral sacrificial frail edge <NUM> deforms thereby creating a visible deformation <NUM>. When a visible deformation <NUM> occurs as such, the trolley <NUM> may be inspected for damage and the connection arm <NUM> replaced by disengaging the two side retention allen screws <NUM> thereof.

<FIG> show the trolley <NUM> and rail <NUM> in accordance with a second embodiment.

In accordance with a second embodiment, the pivot arms <NUM> retain both upper bearings 117A and lower bearings 117B. In the open configuration shown in <FIG>, the pivot arms <NUM> are open so that corners of the upper bearings 117A contact an upper surface of the rail <NUM> whereas the lower bearings 117B are open out away from under the rail head upper portion <NUM>. However, in the closed configuration shown in <FIG>, the pivot arms <NUM> are closed so that the upper bearings 117A lie flat across the upper surface of the rail <NUM> and the lower bearings 117B engage under the rail head upper portion <NUM>.

The bearings <NUM> may engage the pivot arms <NUM> by screws <NUM> and washers <NUM> may interface the bearings <NUM> and the pivot arms <NUM>. A coil spring <NUM> may bias the side arms <NUM> open.

When in the closed configuration, faces of the upper bearings 117A may be at approximately <NUM>° with respect to those of respective lower bearings 117B so that the bearings <NUM> quadrilaterally entrap the rail <NUM>.

In the open configuration, pressing the chassis <NUM> against the rail <NUM> applies force against to the upper bearings 117A, thereby causing the pivot arms <NUM> to pivot inwardly.

Further in accordance with a second embodiment, the rail <NUM> comprises side under channels <NUM> formed either side of the rail head upper portion <NUM>. As shown, the channels <NUM> may be defined by a planar floor <NUM> and substantially orthogonal sides <NUM> recessed within opposite sides of the rail head upper portion <NUM>. The floors <NUM> of the respective channels <NUM> may be at approximately <NUM>° with respect to each other and furthermore approximately <NUM>° with respect to a corresponding upper planar surface <NUM> of the rail <NUM>.

The rail <NUM> of the second embodiments may further comprise a longer neck between the rail head upper portion <NUM> and the rail base lower portion <NUM> as compared to the first embodiment shown in <FIG>.

The lower bearings 117B may be larger than the upper bearings 117A.

The braking mechanism of the second embodiment may be simplified wherein the manual braking lever <NUM> itself is pivotally coupled to the chassis <NUM> by screw <NUM> defining a pivot point <NUM>. The head of the manual braking lever <NUM> defines a generally straight non-engaging profile <NUM> and a rounded engaging profile <NUM>.

The non-engaging profile <NUM> is closer to the pivot point <NUM> as compared to the rounded engaging profile <NUM>. As such, as shown in <FIG>, when the braking mechanism is not locked, the non-engaging profile <NUM> is towards the upper surface of the rail <NUM>, thereby not frictionally engaging the rail <NUM>.

However, when the handle <NUM> is thrown over in the manner shown in <FIG>, the engaging profile <NUM> is brought to bear against the upper surface of the rail <NUM>, thereby frictionally engaging the rail <NUM> and thereby preventing the travel of the trolley with respect to the rail <NUM>. The rounded engaging profile <NUM> may gradually increase in radius from the non-engaging profile <NUM> so that frictional engagement may be proportionately controlled by the angle of the handle <NUM>.

Further in accordance with the second embodiment, the safety latches <NUM> may be centrally located with respect to the chassis <NUM> and clip body <NUM>, yet work in the same manner whereby the safety latches <NUM> are slidably retained within elongate apertures <NUM> between engaged and non-engaged positions. In this case, the elongate apertures <NUM> are aligned along the length of the rail <NUM>. Extension springs may bias the safety latches <NUM> to the engaged position so that the latch is <NUM> automatically engage when the clip body <NUM> moves to the engagement position.

Claim 1:
A height safety trolley (<NUM>) comprising:
a main chassis (<NUM>);
a clip body (<NUM>) forming a protective cowl generally covering the main chassis (<NUM>);
a rail engagement mechanism (<NUM>) configurable in use in a rail engagement position to engage a rigid rail (<NUM>) and a rail disengagement position to disengage the rigid rail (<NUM>); and
a connection arm (<NUM>) connected to the main chassis (<NUM>), characterised by:
the clip body (<NUM>) operably interfacing the main chassis (<NUM>) and the rail engagement mechanism (<NUM>) and being movable downwards or upwards relative to the connection arm (<NUM>) between:
an engagement position wherein the clip body (<NUM>) securely holds the rail engagement mechanism (<NUM>) in the rail engagement position; and
a disengagement position wherein the clip body (<NUM>) allows the rail engagement mechanism (<NUM>) to assume the rail disengagement position.