Parking structure

Abstract

A plurality of parking levels spaced inwardly of a surrounding structure and locating a plurality of travel ramps between the parking levels and the surrounding building. These ramps facilitate the entry into the various levels of parking as well as facilitate exiting from the parking levels. One set of ramps may be used solely for reaching elevated levels of the parking structure whereas a second set of ramps spaced below and parallel to the first set of ramps may be used solely for exiting the parking structure.

Description

This application claims priority from and the benefit of U.S. Provisional Application Ser. No. 60/588,147, filed on Apr. 1, 2004 and U.S. Provisional Application Ser. No. 60/600,381, filed on Aug. 11, 2004, hereby incorporated in their entirety by reference.

FIELD OF THE INVENTION

A multi story parking garage which has the advantages of providing a faster and safer means of getting to and from parking spaces.

BACKGROUND OF THE INVENTION

With an increased premium on space due to cost and in urban areas, availability, it is desirable to maximize space and particularly parking space required for a multistory building. Whether the building is in an apartment for residential life or a commercial building to house office space, it is desirable to minimize the space allocated to parking so as to maximize useful space.

SUMMARY OF THE INVENTION

Accordingly, it is an object of the present invention to maximize parking space for a building by locating a plurality of levels of parking spaces interiorly of the building with the levels of parking approximating the number of floors of the building.

This object is achieved by building a plurality of parking levels spaced inwardly of a surrounding structure and locating a plurality of travel ramps between the parking levels and the surrounding building. These ramps facilitate the entry into the various levels of parking as well as facilitate exiting from the parking levels.

One set of ramps may be used solely for reaching elevated levels of the parking structure whereas a second set of ramps spaced below and parallel to the first set of ramps may be used solely for exiting the parking structure.

Different types of ramps structure may be used. One type of ramp structure travels around the sides of the parking levels and in a rectangular configuration, extends continuously along each side of the parking structure, reaching upper levels of the parking structure in a single travel direction after passing along only four levels of ramps with each ramp rising at a constant angle.

In an alternate arrangement of ramps, an increased angle of elevation is achieved, as compared to a constant continuous angle along an entire side of a parking structure, with the increased elevation ramp section reaching a horizontal plateau section located in a middle of one side of the parking structure for access to a particular parking level. The ramp structure then continues on upward at an increased elevation angle until reaching a corner of the parking structure. The ramp would then turn 90 degrees to continue along an adjacent side of the parking structure at either a constant elevation angle across the whole length of the side of the parking structure or again having a central horizontally oriented plateau section of the ramp. Similar structure is used in the exit set of ramps.

These and other objects of the invention, as well as many of the intended advantages thereof, will become more readily apparent when reference is made to the following description taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1, 3 and 10 are plan views of a parking level of a multistory parking structure.

FIGS. 2 and 11 are cross-sectional views of different types of parking structure illustrating different ramp types.

FIG. 12 is a modified floor plan of a parking level structure having curved corners as contrasted with the 90 degree angle corners of FIGS. 1 and 3-10.

FIG. 13 is an alternate arrangement of parking spaces for a parking level.

FIG. 14 is a cross section of a parking structure contained within a building which extends around and above the parking level structure with the ramp area located between the parking structure and the building.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

In describing a preferred embodiment of the invention illustrated in the drawings, specific terminology will be resorted to for the sake of clarity. However, the invention is not intended to be limited to the specific terms so selected, and it is to be understood that each specific term includes all technical equivalents which operate in a similar manner to accomplish a similar purpose.

In FIG. 1, express ramps are shown extending from locations A₁ to A₂; A₂ to A₃, A₃ to A₄ and A₄ to A₁ on a representative single parking level of a plurality of stacked parking levels interconnected by ramps surrounding the parking levels at peripheral sides of the parking levels. The express travel ramps go directly from corner to corner of the parking level without an intermediate level area of the ramp permitting egress or ingress. Access to the parking levels is thereby only achieved at the corners. The ramps are located immediately interiorly of perimeter apartments or office space surrounding the plurality of stacked, horizontally oriented parking levels.

This design can be more easily explained by using a specific example with dimensions. In FIG. 1 the distance from A₁ to A₂ and from A₃ to A₄ is approximately 240 feet, and from A₂ to A₃ and from A₄ to A₁ the distance is approximately 300 feet. Assuming the height from top of slab to top of slab for each parking level is 10 feet, the ramp from A₁ to A₂ would have slope of approximately 4.2% if it has a 10 foot vertical height, and A₂ to A₃ would have a 3.3% slope for the same height. The driver would traverse a distance of 1080 feet to go from the ground level to the fifth floor and 2160 feet from ground level to the ninth floor.

At the speed of five miles per hour these distances would take 2.4 minutes and 4.8 minutes, respectively. These times would be reduced if each ramp had a steeper slope (call this the “steeper design with middle landing” or “Ramp II” as shown in solid lines in FIG. 2. The ramp without the landing in the middle, is “Ramp I” as shown in dashed lines in FIG. 2).

For instance, if each ramp described above rose a vertical height of two floors (to a height of 20 feet directly from corner to corner (Ramp II) and 10 feet from each corner to a mid point level area between corners (Ramp I)) the time stated above would be reduced by 50%. Each ramp would have a level of 40 feet in width in the middle, that is, the ramp from A₁ to the mid point A₁M between A₁ and A₂ (referred to as Ramp II) would have a length of 100 feet with a slope of 10%, then a level plateau section space of 40 feet and then the slope would resume at 10%. The ramps from A₂ to A₂M (see FIG. 2) and from A₄ to A₄M would have a slope of 7.7% then a 40 foot level space in the middle. The level area occurs in order to make a transition from the ramp to the parking level floor that the car is crossing, so that the driver can drive onto that parking level floor to park the vehicle. The level area also occurs at each corner of the garage for egress or ingress to the parking level floor as in the ramp type I or ramp type II configuration.

The ramps could each have two way traffic and thereby handle cars going in both directions. For safety reasons the preferred design would have only one way traffic. In that case, there would be a separate set of “up” and “down” ramps. The two sets of ramps would run parallel and be spaced vertically from each other.

For explanation purposes, the “down ramp” is assumed to be running under the “up” ramp. That is, if two vehicles traveled from a lower level toward the top floor, and a vertical line was drawn it would intersect the two ramps (to define their location), the vehicle on the lower ramp and the vehicle on the ramp directly above would define a line parallel to the vertical.

FIG. 2 shows a cross section of the ramps. The vehicle on the upper ramp 6 would reach the top floor before the vehicle on the lower ramp 8. The vehicle on the lower ramp must continue on to reach the top parking level of the garage at a level area. For ramp type II, a parking level of the garage is at a level area intermediate of the ends of the ramp. Ramp II therefore either extends into a parking level at a corner or the middle of ramp A₁ (A₁M) or the middle of ramp A₃ (A₃M). The vehicle on the lower ramp must continue on to reach the top level. Similarly, at the entrance to the building, if the first floor is the lowest level, the upper ramp would be extended to the next level area so the car driving up can go from the first floor to the second floor. If there is a floor below the first floor, the plan would show extensions to the next level place or other designated areas which would be level for ramp type I. For ramp type I, the corners are level with the parking spaces.

The parking spaces could either be at a right angle or at a diagonal angle to the drive aisle as are both shown in FIG. 1. If the parking spaces are at a right angle to the drive aisle the drive aisle could handle cars in both directions. For safety reasons (less likelihood of a collision) and because parking is easier and the delay caused by other cars is less, the preferred method would be angled parking with one way drive aisles.

As shown in FIG. 1 the drive aisles adjacent to each other alternate in direction, thereby, a driver looking for a space can circle the parking area from one drive aisle to the next drive aisle. The turning aisle must be aligned along a side of the ramps at each end of the drive aisles.

Another arrangement of the ramps would be to alternate the two design types, that is, ramp I and ramp II. If ramp II is used between A₁ to A₂ and A₃ to A₄, then a drive aisle is needed between A₁M and A₃M so that the driver can enter the desired aisles “M” to “Q”. However, in order to provide additional parking, parking could be added in most of the space between A₁M and A₃M. In that case, the driver coming off the level platform at A₁M could turn left to drive aisle “M” and then circle around to either an assigned or unassigned parking space. If “Ramp type I” is used between A₁ and A₂ and between A₃ and A₄ the area between central portions of A₁ and A₂ and between A₃ and A₄ (A₁M and A₃M in the Ramp Type II embodiment) can be used for additional parking in drive aisles “M” through “Q” as compared to the gaps shown in FIG. 1.

The parking spaces extend to the space under the ramps if there is sufficient height under the ramps or if no ramp is required for that floor on that side of the building.

An alarm system could be used to detect that a car is traveling the wrong way on a one way road or ramp. A motion detector or radar device or a magnetic device in the concrete driveway could detect the wrong travel direction.

Once the driver is on the “up” set of ramps from the bottom floor he can expect the drive to his desired floor without another vehicle trying to enter the ramp in front of him or (crossing his path) another vehicle heading towards him. A speed on such a ramp of 10 miles per hour may be considered safe. A distance of 2000 feet at 10 miles per hour can be driven in about 2 minutes. A speed of 5 miles per hour up the ramp would take 4 minutes.

The one way exit set of ramps (down ramp) will have other drivers entering the ramp at intermediate floors from either the corners (ramp type I) or at the corners and at mid ramp levels (ramp type II). More caution is required on the exit ramps. A wider entrance to the ramp would permit other drivers to enter the ramp without directly entering the lane being used by other drivers.

A warning sound device and/or flashing red lights could set off automatically to warn the drivers and others that a car is moving in the wrong direction and a gate could close to give further warning to the car moving in the wrong direction and other gates could close to stop cars moving on the ramp until the problem is cleared.

The design of this parking garage with its ramp design is shown herein in FIG. 1 where it is surrounded by apartments 20. The apartment building may have many assigned spaces. This ramp design works as a speed ramp to get the apartment dwellers to their appropriate floor. The driver can drive directly to the desired floor or directly to the exit from the building from the down ramp without delay caused by cars being parked or exiting. It only requires one loop of this garage to go to the eighth floor with ramp type II and one and one half loops to go to the twelfth floor and two full loops to go to the 16^th floor with a travel distance of about 2200 feet.

FIG. 1 shows an optional air space which separates the garage from the apartments. Stairways and elevators can be located in the air space which gives the user access to other floors. The design of the garage would also work for a free standing garage building, apartments or office space or other use on the outer perimeter. The design makes it feasible to have a taller building with more parking spaces located on the same floor as the apartment or office, etc.

In FIG. 3 the driver of a vehicle can enter the parking garage at ground level from designated places on the perimeter of the building. For this explanation, it is assumed the entry at ground level to the first up ramp (zero elevation for this explanation) is at the lower right corner of FIG. 1 marked “O” elevation, “entry to express ramp”. The driver can park in the parking area at ground level or drive to the up express ramp IA located on the right side of FIG. 3 referred to as the east side.

The parking area is the area designated on each side of the parking drive. Aisles M1-M2, N1-N2, O1-O2, P1-P2, Q1-Q2 or R1-R2 and in the spaces between the drive aisle IBB and up express ramp IB marked W1 to W2 and in the area between drive aisle IDD and the up express ramp ID marked V1 and V2 on FIG. 3 to FIG. 10.

There are two “drive aisles” IBB and IDD shown on FIG. 3. The parking spaces in W1-W2, in the six parking drive aisles, M1-M2 to R1-R2 may be angled parking or right angle parking. The angled parking is preferred. One way traffic is preferred in the parking drive aisles. However, in order to provide access to the down ramp, to provide for circular movement on each parking level (i.e. so a car is not blocked) and for some uniformity in design at each parking level, the end parking drive aisles M1-M2 and R1-R2 are designated for two way traffic. Also, drive aisles IBB and IDD are designated for two way traffic (FIG. 3-10).

The up ramps and down ramps are preferably one way and thereby the likelihood of a head on collision or any kind of collision is reduced. In the preferred design, if one ramp is blocked, the other ramp which is operating can service the traffic in both directions, provided each ramp is made the required minimum width to service two way traffic.

Up Express Ramp IA goes from elevation “0 (zero)” to elevation “10”, FIG. 3

Up Express Ramp IB goes from elevation “10” to elevation “120”, FIG. 6

Up Express Ramp IC goes from elevation “20” to elevation “30”, FIG. 7

Up Express Ramp ID goes from elevation “30” to elevation “40”, FIG. 9

Up Express Ramp IIA goes from elevation “40” to elevation “50”, FIG. 3*

Up Express Ramp IIB goes from elevation “50” to elevation “60”, FIG. 3*

Up Express Ramp IIC goes from elevation “60” to elevation “70”, FIG. 3*

Up Express Ramp IID goes from elevation “70” to elevation and “80”, FIG. 3*

On FIG. 3 the reference to up express ramps IIA, IIB, IIC and IID is shown in brackets. These ramps are located in the same plane as the up express ramps IA, IB, IC and ID, respectively, but at a higher elevation.

On each parking level (FIGS. 3 and 10) there are two drive aisles, A9 to B7 and C8 to A8.

The description of the up ramps and down ramps is facilitated by reference to FIGS. 3 through 10 which are floor plans of the garage and FIG. 11 which is a cross section of the garage.

Description of the express down ramp:

At EL 80 the down ramp starts at K80-2 and continues to H70-2 at EL 70. (see FIG. 4)

At EL 70 the down express ramp starts at H70-1 and continues to C60-2 at EL 60. (See FIG. 4)

At EL 60 the down express ramp starts at G60-1 and continues to F50-2 at EL 50. (See FIG. 4)

At EL 50 the down express ramp starts at F50-1 and continues to E40-2 at EL 40. (See FIG. 4)

At EL 40 the down express ramp starts at E40-1 and continues to D30-2 at EL 30. (See FIG. 10)

At EL 30 the down express ramp starts at d30-1 and continues to C20-2 at EL 20. (See FIG. 8)

At EL 20 the down express ramp starts at c20-1 and continues to B10-2 at EL 10. (See FIG. 6)

At EL 10 the down express ramp starts at B10 and continues to A0-2 at EL 0. (See FIG. 4)

On the up express ramp there is a flat area for transition at the corner. From:

A	10-1	to	A	10-2
B	30-1	to	C	30-2
D	50-1	to	E	50-2
F	60-1	to	F	60-2
G	70-1	to	G	70-2
H	80-1	to	A	80-2

On FIG. 8 the reference to down express ramps IIA, IIB, IIC and IID is shown in brackets. These ramps are located in the same plan as down express ramps IA, IB, IC and ID but at a higher elevation.

On the down express range there is a flat area which is below the flat area associated with the up ramp.

A	0-1	to	A	0-2
B	10-1	to	B	10-2
C	20-1	to	C	20-2
D	30-1	to	D	30-2
E	40-1	to	E	40-2
F	50-1	to	F	50-2
G	60-1	to	G	60-2
H	70-1	to	H	70-2

The express up ramp.

At EL “0 (zero)” the ramp starts at A0-1 and ramps up to A10-1 at EL 10 see FIG. 3.

At EL 10 the ramp starts at A10-2 and ramps up to B20-1 at EL 20 see FIG. 3.

At EL 20 the ramp starts at B20-2 and ramps up to C30-1 at EL 30 and FIG. 3.

At EL 30 the ramp starts at C30-2 and ramps up to D40-1 at EL 40 see FIG. 3.

At EL 40 the ramp starts at D40-2 and ramps up to E50-1 at EL 50 see FIG. 3. Note (E50-1).

At EL 50 the ramp starts at E50-2 and ramps up to F60-1 at EL 60 see FIG. 3. Note (F60-1).

At EL 60 the ramp starts at F60-2 and ramps up to G70-1 at EL 70 see FIG. 3. Note (G70-1).

At EL 70 the ramp starts at G70-2 and ramps up to H80-1 at EL 80 see FIG. 3. Note (H80-1).

Note: FIG. 3 is used to expand and consolidate the design onto one drawing.

The numbering system is designed as follows:

A—refers to 1^st suspended parking level

B—refers to 2^nd suspended parking level

C—refers to 3^rd suspended parking level

D—refers to 4^th suspended parking level

E—refers to 5^th suspended parking level

F—refers to 6^th suspended parking level

G—refers to 7^th suspended parking level

H—refers to 8^th suspended parking level

Following the letter the numbers 10 to 80 refers to the elevation above ground level “0 (zero)”.

10 is for EL 10 the first suspended level

20 is for EL 20 the second suspended level

30 is for EL 30 the third suspended level

40 is for EL 40 the fourth suspended level

50 is for EL 50 the fifth suspended level

60 is for EL 60 the sixth suspended level

70 is for EL 70 the seventh suspended level

80 is for EL 80 the eighth suspended level

Note EL=Elevation

The design described here for the parking garage/ramp area is a rectangular space. Of course, the principles of the design applies to many shapes, (hexagonal, octagonal etc.) FIG. 12 shows a curve at each intersection of the ramp and the drive aisle. The express up ramp is parallel to the express down ramp and the express up ramp is above the express down ramp (as shown here) or the express up ramp could be below the express down ramp. The ramps are on the outer perimeter of the parking area.

The steepness of the ramps is determined by the distance between the suspended decks which in turn is determined by such things as the shape, size of property, set back requirements, and the decision of the planner.

See FIG. 11 which shows an elongated cross section of the ramps. At each horizontal landing area (such as A10-1 to A10-2 and B20-1 to B20-2) shown on FIG. 11 the ramp turns ninety degrees and levels out, this enables the driver to make the turn.

For lanes with two way traffic, the angle chosen for the parking would be that which is less than 90° for most of the cars that are expected to park in such lane.

FIG. 3 shows parking orientation for EL 10

FIG. 5 shows parking orientation for EL 20

FIG. 7 shows parking orientation for EL 30

FIG. 9 shows parking orientation for EL 40

In FIG. 5 the angle for the parking spaces in M1-M2 is more convenient for cars when they are coming from B20-1. However, the parking angle could be reversed in which case the drive aisles M1-M2 could be one way with cars moving from M2 to M1. Similarly parking drive aisle R1-R2 could have the angle of the parking spaces reversed. The result would be as shown in FIG. 13.

Since the ramps for the second and sixth floors, the third and seventh floors and the fourth and eight floors are on the same side of the building and are parallel to each other, the direction of travel in the parking drive aisles (regarding one way direction) is the same for the second and sixth floors, the third and seventh floors and the fourth and eight floors. Also the location of the entry and exit from the ramps is the same for each pair referred to.

It is to be noted that the angle of the parking space to the drive aisle is less than 90° to the line in the drive aisle which is the direction of the one way line of travel assigned to that lane or the dominate line of travel (i.e. the direction most cars would travel)for two way lanes. The parking in the parking drive aisles and in sections V1-V2 and W1-W2 are oriented so that for angled parking there is less than a 90° angle for the approaching car.

For purposes of explanation certain heights between floors and certain horizontal distances are assumed. These assumptions are realistic, however, the principles of the design would apply to other heights and horizontal distances. It is assumed in this explanation that the height from slab to slab in the garage area is ten feet, that ground level is zero elevation, that the elevation of the first suspended slab is at plus ten and each successive slab is another ten feet above the preceding slab and the parking spaces drive aisles and parking drive aisles are substantially level, but are sloped to permit drainage.

The length of ramp IA is approximately 180 feet and has a slope of 5.5%. The length of Ramp IB is approximately 270 feet and has a slope of 3.7%.

The express ramps have a slope of about 4 to 5%. This is made possible because of the size of the building. By driving one complete loop, parking spaces on four floors (plus the ground floor) are made available.

On FIG. 3 the first upward ramp loop goes from the ground level (at A 0-1) (entrance) to the first suspended level (A 10-1) then to the second suspended level (at B20-1), to the third suspended level (at C30-1) then to the fourth suspended level (at D40-1,), etc.

FIG. 3 shows the parking on the first suspended level, which is accessed by six parking drive aisles M1-M2 through R1-R2 (elevation 10). The up express ramps IA, IB, IC and ID give access to the drive aisles IBB and IDD which give access to the parking drive aisles. There is an air space which surrounds the express ramps. The air space provides ventilation for the parking. In the design shown on FIG. 3 a corridor which gives access to apartments, hotel rooms or office space is on the outside perimeter of the air space.

The down express ramps which run below and parallel to the up express ramps, described above are shown in a cross section drawing on FIG. 11 (which shows the up express ramps, the down express ramps and the level space for entering and exiting the ramps).

If the driver decided to park on elevation 10, the first suspended level), the driver would turn left at A9 onto drive aisle IBB. The drive could then drive to an assigned parking space by turning left into the appropriate parking lane, (M1-M2 to R1-R2). These six lanes could all be two way lanes or there could be a combination of one way and two way lanes or all one way lanes. If the parking is assigned, the preference is that on elevation 10 all the lanes would have angled parking (P.D.A=parking drive aisle). The angle of the parking would be such that it is easy to turn into the parking space.

Angled parking permits the cars to enter and leave a parking space more quickly and more easily for the driver. Therefore, angled parking for all the lanes is preferred.

If the parking is not assigned the driver would be directed by green and red lights which would indicate which floor (by location of the lights on the ramps) and which drive aisle to enter to find an open parking space. Each parking space would send a signal to a central control computer system if the parking space is occupied. The central computer system would then control the green and red lights so that the driver is directed to an open space. If parking is not assigned except upon entry to the building, the customer could be issued a ticket (for payment) showing the hour of entry to the garage, the parking space to be used (floor level and aisle and space number).

The down ramp from the first-suspended deck begins under the place where the up ramp from the first suspended deck meets the second suspended deck. The down ramp from the first suspended deck ends at ground level under the place where the up ramp begins—i.e. the ramp which goes to the second suspended deck.

All the up and down ramps at each floor have the relationship described above for the ramps. The cross section of the ramps, shown on FIG. 11, shows the relationship described above. The cross section, also, shows the level areas at the place where a transition occurs between the ending of one ramp and the beginning of the next ramp.

The low percentage slope and the few turns involved in reaching four floors or eight floors, make a higher safe speed possible. Also, only one loop of the parking area is needed to get to the fourth floor and two loops to get to the eighth floor.

Additional safety results from separating the entrance and exit to each floor separated by the length of the ramps, e.g. the up ramp entrance to EL 10 is at A10-1 (the northeast corner), the down ramp exit is at B10-1 (the northwest corner).

Also, one way traffic on the ramps makes higher speed possible. The level areas at the corners of the parking levels where there is access to the ramps makes the entrance or exit from the ramps safer.

Express up ramp and express down ramp relationship:

1) The down ramp is below the up ramp (by 10 feet), the height of the floors from top of slab to top of slab.

2) The ramp area and level area are parallel to each other for the down ramp and up ramp.

3) The entrances and exits to the up ramp and down ramp are separated by one floor for each entrance and exit and are separated horizontally by the length of the ramp. E.g. the entrance to the up ramp at elevation 10. First suspended level (noted A10-2) is one floor above the down ramp exit which is the exit ramp from the first suspended level.

4) The parking spaces as shown in FIGS. 3, 4, 5 and 6 is the same for each suspended level.

5) Some floors can add space for storage or bikes if up ramp IB or ID does not intrude on the floor.

If the parking spaces are assigned, a driver after entering an up ramp at ground level (which is one way) would not usually encounter another car entering the up ramp at a level above the ground level. The drivers with an assigned space would only re-enter the up ramp if the driver made a mistake and exited the up ramp at the wrong level. A traffic light could be placed as needed, at the entrances and exits from each express up and down ramp to control the traffic, for safety and to minimize waiting times. At ground level there would be more than one exit and entrance to the garage.

FIG. 9 shows the vertical height and horizontal travel distance of the ramp to scale.

FIG. 3 refers to the parking on the first suspended level, elevation “10”. Cars enter the up express ramp IA at A0-1, cars arrive at elevation “10” from the up express ramp I at the place marked A10-1 on FIG. 3. Drivers who desire to park on that level would turn left at A9 on drive aisle IBB on FIG. 3 and then turn left into one of the parking drive aisles, M1-M2, N1-N2, O1-O2, P1-P2, Q1-Q2 or R1-R2 or turn right to park in the section marked W1=W2 on FIG. 3.

In order to exit from elevation 10, from a parking space in parking drive aisle M1-M2 (a two way parking drive aisle) the driver would drive toward M2, turn left at M2 onto drive aisle IDD then turn left at N2 and proceed to N1, then turn left at drive aisle IBB then turn right at B7, then turn right at B10-1, and then proceed on the down express ramp IB to EL “0” (ground level).

If the driver had entered parking drive aisles N1-N2 to R1-R2 from drive aisle IBB, he would exit by driving toward drive aisle IDD, would exit by turning right at drive aisle IDD and then turning right at M2 and proceeding toward B10-1 and then he would turn right at B10-1, the entrance to the down express ramp IB, see FIG. 4. This ramp would take the driver to ground level EL “0” at A0-2 (see FIG. 7). In order to park in the parking spaces marked V1-V2, the route is: from drive aisle IBB the driver would turn left onto parking drive aisle R1-R2, then turn right onto drive aisle IDD and then he would be able to access all the parking spaces in V1-V2. An alternate route is: the driver would drive on M1-M2 toward V1-V2. In that case the parking spaces in V1-V2 would be angled as they are in FIG. 5.

If the driver made a mistake such as entering parking drive aisle Q1-Q2, instead of P1-P2, the driver can turn right onto drive aisle IDD then turn right onto M1-M2 (or N1-N2), then turn right onto drive aisle IBB, then turn right onto P1-P2 (the desired parking drive aisle). With the above design all the parking drive aisles are one way lanes, except for M1-M2 and R1-R2. The drive aisles IBB and IDD are two way lanes (see arrows on FIG. 3). The angle of the parking space to the parking drive aisle (or the drive aisle) permits the driver to make an “easy turn” into the parking space i.e. one that is less than 90 degrees. Exiting such a space is also easier because when the driver backs out of the space, the car is partially turned in the desired direction.

FIG. 5 is used to show the parking on the second suspended level, elevation 20. To access the second suspended level the driver continues on the up ramp system to A10-2 and drives on the up express ramp IB to B20-1. (FIG. 5)

To park on this level the driver would turn left at B20-1 and then proceed straight to park in parking drive aisle M1-M2 or turn left into drive aisle IBB at B7 and then turn right into the desired drive aisle N1-N2, O1-O2, P1-P2, Q1-Q2 or R1-R2.

After turning left at B7 onto drive aisle IBB the driver could have turned left and then accessed the parking spaces in W1-W2 by an easy left turn into the desired parking space.

In order to exit the parking garage after parking in one of the parking drive aisles N1-N2 to R1-R2 or parking drive aisles M1-M2 to R1-R2, the driver could turn right at drive aisle IDD and drive toward C20-1, FIG. 6. At C20-1 the driver would then turn right onto the down express ramp IC, which on the second suspended level begins at C20-1 (See FIG. 5). This down express ramp continues to B10-1 on FIG. 6. The driver turns right at B10-1 and proceeds on down ramp IB to ground level at “0” elevation.

Parking drive aisles M1-M2 and P1-P2 are shown as two way drive aisles on the figures (FIG. 3 through FIG. 10). Two way lanes at each end of the parking area enables the driver to search for a parking space or correct an error in his search for a space.

After the driver turns left at B20-1 (see FIG. 5) and proceeds on parking drive aisle M1-M2 he can turn left at M2 and select a parking space in section V1-V2.

FIG. 7 shows the parking plan for the third suspended level. The driver enters the third suspended parking level from the up express ramp IC at C30-1, see FIG. 7.

He can then by driving in the one way and two way lanes shown in FIG. 7, access all the parking in FIG. 7. FIG. 7 shows drive aisle 01-02 to be a two way lane. This is an option which can be chosen for any of the lanes and on any of the suspended and ground level plans. To exit the parking garage, the driver would drive on the drive aisle IDD towards A8 on FIG. 7, turns right at A8 and then enters the down Express ramp ID, at D30-1 FIG. 8.

FIG. 9 shows the parking plan for the fourth suspended level, elevation “40”. The driver enters the fourth suspended parking level from the up express ramp ID at D40-1 elevation, see FIG. 10. The one and two way lanes which can give access to all the parking shown on FIG. 9 are as shown on FIG. 9, subject to the options discussed herein. To exit the parking garage, the driver would drive towards A9 (elevation 40) FIG. 5. At A9 the driver would turn right and then proceed down the down express ramp IA.

FIG. 13 has the advantage that all the parking drive aisles are one way aisles. The two end aisles, M1-M2 and R1-R2, permit the cars to head north. The other parking drive aisles, N1-N2, O1-O2, P1-P2, Q1-Q2 are all one way aisles heading south.

In order to park on the second suspended level the driver would turn left from up ramp IB at B20-1, FIG. 13, he would then turn left at B7 and drive on drive aisle IBB. The driver could then turn left into a parking space in section W1-W2 or turn right into one of the parking drive aisles, N1-N2, O1-O2, P1-P2 or Q1-Q2. If the driver wished to park in M1-M2, the shortest route would be to turn right on parking drive aisle N1-N2, then turn right at N2 onto drive aisle IDD and then turn right at M2. Note, the angle of the parking on M1-M2 is less than ninety degrees to the drive aisle when traveling from M2 toward M1. If the driver wished to park on parking drive aisle R1-R2 the driver could head toward drive aisle IDD on N1-N2, O1-O2, P1-P2 or Q1-Q2, then turn left at drive aisle IDD, and then turn left at R2. If the driver made a mistake and turned onto parking drive aisle O1-O2 when he intended to park on P1-P2, he could turn either left or right onto drive aisle IDD, and thereby head toward either R2 or M2 and return to drive aisle IBB which is a two-way aisle. He could then head toward the desired aisle, P1-P2. With this pattern of one way parking drive aisles and two-way drive aisles IBB and IDD the driver can get to any parking space. Also, the driver can get to C20-1, the entrance to the express down ramp by proceeding on any one-way parking drive aisle heading toward driver aisle IDD and then turn right on drive aisle IDD and then turn at C20-1, the entrance to express down ramp IC. Obviously, it may be desirable to make other parking drive aisles one way heading toward IBB (instead of IDD).

This arrangement of using only one-way parking drive aisles can be applied to all the parking plans shown in FIGS. 3 to 10.

The angle of the parking space to the parking drive aisles and to drive aisles IBB and IDD would remain as shown in FIGS. 3 to 10. The parking drive aisles would have the following changes:

1. on FIG. 3 the parking drive aisles would all be one way aisles as shown in FIG. 13.

2. on FIG. 4 the parking drive aisles would all be one way aisles as shown in FIG. 13.

3. on FIG. 5 the parking drive aisles would all be one way aisles as shown on FIG. 13.

4. on FIG. 6 the parking drive aisle would all be one way aisles as shown on FIG. 13.

5. on FIG. 8 parking drive aisles M1-M2 and R1-R2 would be changed to one way drive aisles heading toward drive aisle IDD. Drive aisle O1-O2 would be changed to a one way drive aisle hading toward IBB.

6. on FIG. 9 parking drive aisles would have the same changes as noted above for FIG. 8.

7. on FIG. 10 parking drive aisle would have the same changes as noted above for FIG. 8.

FIG. 14 shows a cross section of the parking structure surrounded by apartments at each parking level and additional levels to permit ventilation from the garage levels. Note: the apartments are only on one side of the corridor. Above the top parking level and the additional levels, for ventilation, the apartments and the perimeter could continue with the same plan view as the lower level, i.e. apartments on only one side of the corridor or the apartments above the top level of parking could have apartments on both sides of the corridor as shown on the cross section on FIG. 14. The apartments above the ramp area in FIG. 14 will be supported by the columns located at column line X and Y marked on FIG. 14.

The foregoing description should be considered as illustrative only of the principles of the invention. Since numerous modifications and changes will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and, accordingly, all suitable modifications and equivalents may be resorted to, falling within the scope of the invention.

Claims

1. A parking structure comprising:

a plurality of stacked, horizontally oriented parking levels, and

a plurality of ramps surrounding peripheral sides of said plurality of parking levels, said ramps extending at an angle from one of the parking levels and being connected to other parking levels located above or below said one parking level for movement of motor vehicle between different parking levels.

2. The parking structure as claimed in claim 1, wherein two of said ramps surrounding said parking levels are inclined at an angle to extend between said one parking level and another one of said parking levels located at least two parking levels above or below said one parking level.

3. The parking structure as claimed in claim 2, wherein another two of said ramps surrounding said ramps surrounding said parking levels are inclined at an angle to extend between said one parking level and another one of said parking levels located at least two parking levels above or below said one parking level.

4. The parking structure as claimed in claim 2, wherein another two of said ramps surrounding said parking levels include a midsection connecting said another two ramps to another parking level located immediately above or immediately below said one parking level.

5. The parking structure as claimed in claim 1, wherein said ramps are located between said parking levels and a building surrounding said parking levels.

6. The parking structure as claimed in claim 2, wherein another two of said ramps located on opposite sides of said parking levels include a plurality of horizontally oriented plateau sections for connecting with additional parking levels.

7. The parking structure as claimed in claim 6, wherein a traffic pathway interconnects corresponding plateau sections located on the opposite sides of the parking levels.

8. The parking structure as claimed in claim 1, wherein two sets of said plurality of ramps surround said parking levels to allow traffic flow to move up one set of said ramps and down another set of said ramps.

9. The parking structure as claimed in claim 8, wherein said another set of said ramps include a plurality of horizontally oriented plateau sections for connecting with said parking levels.

10. The parking structure as claimed in claim 8, wherein said one set of said ramps are of a constant inclined angle along each side of said plurality of parking levels.