The lower half of the temporary support structure on the White River Bridge. The temporary support structure is a critical component in allowing workers to repair the bridge by providing extra stability to the structure. The bridge was closed April 4 after a routine inspection found damage to a horizontal beam believed to have been caused by an over-height load.
Hybrid construction approach highlighted The cantilever support structure above the main entrance to the new
Description The present invention relates to a guide rail support structure for an elevator system and more particularly to a guide rail support structure with brake equipment acting on the guide rails. In a conventional traction type elevator system, a rope for suspending a car and a counterweight is wound on the drum of a winch as a driving source and the car is moved up and down as the rope is paid out by the frictional force between the rope and the drum. In the case of such an ordinary tradition type elevator system, the braking force is obtained by controlling the driving of an electric motor constituting the traction machine. Moreover, there has recently been proposed an elevator system employing a linear motor as a driving source and the braking force is also obtained likewise in this case by controlling the driving of the linear motor. In view of safety, however, an electromagnetic brake is installed between the motor and the traction drum in the traction type elevator system and operated in case of emergency and when the elevator is stopped at each floor. In the case of the linear-motor-driven system, on the other hand, it has been suggested that brake equipment directly acting on the guide rails for the counterweight is fitted to the counterweight body. In consideration of the worst case where the rope has given away, an accelerometer equipped with mechanical brake means which reacts against falling acceleration is provided in the car. However, to ensure safety further, it is also possible to directly provide the car with brake means of the sort installed in the traction machine body and let the brake means act on the guide rails. Notwithstanding, with the arrangement of the brake means directly applied to the guide rails, the force of inertia of the car and the counterweight acts in such a manner as to drag the guide rails upward when the car is stopped in case of emergency while it is traveling. A method of fitting a guide rail which tolerates the longitudinal movement of the guide rail in consideration of its thermal expansion is therefore problematical in that the guide rail may be pulled up. In view of the foregoing problems, an object of the present invention is to provide a guide rail support structure with brake equipment directly acting on guide rails to secure safety of the guide rails at the time of emergency stop while a car is traveling. To solve the aforesaid problems, the guide rail support structure for an elevator system including brake equipment acting on elevator guide rails according to the present invention, the brake equipment being provided on at least either counterweight or car side is such that the guide rails are anchored to a building via first support means for checking the lateral movement of the guide rails in at least one or more than one place in the longitudinal direction of the guide rails and for tolerating the longitudinal movement thereof, whereas the uppermost portions of the guide rails are fixed to the building via second support means for tolerating the longitudinal movement of the guide rails within a predetermined range. The means intended to solve the aforesaid problems functions as follows: The guide rails are anchored to the building via the support means for checking the lateral movement of the guide rails in at least one place in the longitudinal direction of the guide rails and for tolerating the longitudinal movement thereof, whereas the uppermost portions of the guide rails are fixed to the building via the support means for tolerating the longitudinal movement of the guide rails within a predetermined range. Accordingly, the brake equipment acting on the guide rails is capable of dealing with the thermal expansions of the guide rails satisfactorily even in an elevator system with a brake system fitted to either counterweight or car or both of them and the supporting of the guide rails is protected against the force of action toward the longitudinal direction of the guide rails derived from the car and the counterweight when the brake equipment is stopped in case of emergency. Referring now to the accompanying drawings, an embodiment of the present invention will be described. Fig. 1 is a schematic diagram of a cylindrical linear motor. The cylindrical linear motor comprises a column 1 which is a functioning as a secondary conductor fixed to hoist way provided in a building and a cylindrical moving element 2 functioning as a primary conductor. The cylindrical moving element 2 is fitted into a casing formed with a channel member with weights 2 disposed on both sides of the channel member, the element 2 together with the channel member constituting a counterweight 5 with respect to a car 4. The counterweight 5 is arranged so that it is normally a load approximately 1.5 times greater than the car 4. The car 4 and the counterweight 6 are coupled with four ropes 7 via four sheaves 6 installed in the upper part of the system. Guide rails 8 for the car and guide rails 9 for the counterweight are provided on both sides of the respective sheaves, so that the car is traveled via slide members 10. Brake equipment 19 provided in a casing frame 17 directly acts on the guide rails 9 and so functions as to stop the counterweight 5. The column 1 functioning as the secondary conductor of the linear motor is made of aluminum alloy and passed through the cylindrical moving element 2 in the intermediate portion between the guide rails 9 for the counterweight. The column 1 is fitted to a lower fixing part formed with a support frame member 11 installed at the lower ends of the guide rails 9 and to an upper fixing part formed with an upper support channel 12 via column support members 13, 14, respectively. In the case of an elevator having a loading capacity of 600 kg, an actual column 1 is 1,500 mm long and 100 mm in diameter and formed into a desired length by coupling a plurality of columns. As it is well known, a predetermined gap has to be provided between the primary and secondary sides of the cylindrical linear motor and four rollers 15 installed in each of upper and lower portions of the linear motor are employed to retain the gap thus required. In consideration of variations in the gap resulting from vibrations and shocks or the wear of the rollers 16, gap sensors 16 are fitted to the upper and lower parts of a casing frame 17 of the counterweight 5. Although the counterweight is fitted to the linear motor in Fig. 1, the car itself may be equipped with the motor for traveling the car. Figs. 2 and 3 illustrate the brake equipment 19 acting on the guide rails. A brake shoe 102 is fitted in the tip portion of a pair of brake arms 101 and a brake unit 100 is supported in the mid-portion of the rear end of the pair of arms. The brake unit 100 will subsequently be described in detail . The unit comprises a magnet core 104, a flexible shaft 105, a bracket 106 and a compression spring 107. A pin 108 is inserted into circular holes bored in the rear parts of the shaft 105 and the bracket 106 in order to hold the combination. When the brake unit 100 is held on, the tip portion of the brake arms 101 attempts to open, because the flexible shaft 105 slides in the direction in which it retracts within the brake unit. Consequently, the brake shoe 102 separates from the guide rails 9, thus releasing the braking force. When the brake unit 100 is held off, on the contrary, the shaft 105 is kept being energized in the projecting direction by the compression spring 107 incorporated in the unit, so that the brake shoe 102 operates in the direction in which it strongly holds the guide rail therebetween. As a result, the braking force thus given stops the counterweight 5 and simultaneously the car 4. Figs. 4 and 5 will subsequently be described. Fig. 4 shows the upper and lower support structures of the guide rail 9 for the counterweight. As shown in Fig. 1, the lower and upper ends of the guide rails 9 for the counterweight are secured to the hoist way fixing parts via the lower support frame member 11 and the upper support channel 12, respectively. Actually, at several places each guide rail is supported with the hoist way fixing parts. The method of supporting the guide rail will subsequently be described in detail. The guide rail 9 is not directly coupled to the lower support frame member 11 at the lower end thereof but fitted to the hoist way fixing part via a rail bracket 200. Two L-shaped steel plates are combined through a bolt 203 to form the rail bracket 200, which is secured to the hoist way fixing part via a bolt 201. The shape of the rail bracket 200 is not limited to those illustrated in the drawings. With respect to fixing the guide rails 9, on the other hand, the guide rail is fitted with a bolt 204 via a guide rail fitting member 202. The guide rail fitting member 202 is shaped as shown in Fig. 5 and supports the guide rail 9 on its left- and right-hand sides in such a manner as to lightly hold the rail with the rail bracket 200, i.e., to tolerate the vertical movement of the rail. Under this guide rail supporting method by means of the fitting members 202, the lateral movement of the guide rails 9 is completely restricted, whereas the longitudinal movement thereof, i.e., the contraction and expansion of the rail in the vertical direction attributable to a temperature change in the hoist way, is tolerated. In the upper portions of the guide rails 9, on the other hand, the guide rail is secured to the hoist way fitting part via the rail bracket 200 under the same method as the lower support method. At the uppermost end of the rail, further, the guide rail is supported with the hoist way fitting part via an elastic member 205 fitted to an upper support member 206 via bolt 207. With this guide rail support structure, accordingly, the lateral movement of the guide rails is completely fixed, whereas the longitudinal movement thereof is allowed within the tolerable range of elasticity of the elastic member 205. Moreover, even if the force of inertia of the counterweight acts in such a manner as to draw up the guide rails when the brake equipment 19 operates to stop the car in case of emergency while it stops at each floor or moves up and down, the elastic member 205 so functions as to prevent the guide rails from being pulled up because the guide rails are only allowed to move in the longitudinal direction. The effect characteristic of the present invention lies in the fact that, since the guide rails are totally supported in the building side with the support means for tolerating the longitudinal movement of the guide rails and for checking the lateral movement of the guide rails and since the support means for tolerating the longitudinal movement of the guide rails within the predeteermined range are provided at the uppermost ends of the guide rails, the guide rails can be supported without impairment of the function of the guide rails even if the guide rails longitudinally extends because of the thermal expansion of the guide rails and even if the braking force is directly applied to the guide rails. Brief Description of the Drawings: Fig. 1 is a schematic view of an elevator system. Fig. 2 is a perspective view of brake equipment fitted to a counterweight body and directly acting on guide rails for use in traveling an elevator. Fig. 3 is a partial sectional view of the brake equipment. Fig. 4 is a diagram illustrating a guide rail support structure on the building side. Fig. 5 is a perspective view of a guide rail fitting member.
Cone crusher Cone crushers CC100 CC200 CC400 CC300 MHP400 MHP500
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ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS).
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