SLIDING RAIL GUIDE VIBRATION ISOLATOR

BACKGROUND

The present invention relates to sliding guides used in elevator systems. More particularly, the invention relates to a sliding guide vibration isolator.

Elevator cars are commonly guided along rails in a hoistway by sliding guides. In elevator systems including sliding guides, it has been a frequent practice to interpose an elastomeric material between the car and the guide which slides against the rail. This is done in an attempt to reduce the transmission of mechanical vibration and acoustical noise into the car and its passengers.

Prior sliding guides including elastomeric vibration isolating arrangements have several disadvantages. The stiffness of such sliding guides is too high for effective vibration and acoustic noise reduction, despite the use of elastomeric material between the car and rail sides of the device. The weight of the car and its associated load has a center of gravity whose location varies depending on the number of passengers and their locations within the car. This creates significant side-to-side forces which the sliding guides must transmit to the rails. In addition, the horizontal distance between the rails varies slightly along the height of the hoistway due to installation tolerances. Such rail imperfections also affect the forces applied to the sliding guides. These forces vary and so cannot be accommodated by a low stiffness isolator, which could provide useful amounts of vibration and acoustic noise reduction. This situation necessitates a higher stiffness mounting design, which affords little sound and vibration reduction in the lower frequency range. Unfortunately, the lower frequency range contains significant vibration and acoustic noise energy which is objectionable in the car. In prior sliding guides, the elastomeric material is constrained over most of its surface by either the sliding guide or the supporting bracket which is attached to the car. Only a small fraction of the elastomer's surface area is exposed to the air where it would be free to "bulge out" under the action of forces applied to the guide. As the elastomers frequently used are incompressible, the only way for the guide to move relative to the supporting bracket is for the entire volume of elastomer to "flow" towards the exposed edges to "bulge out". As a consequence of a small area through which the elastomer is free to bulge, the stiffness of this arrangement is often much higher than the stiffness needed for the significant reduction of vibration and acoustic noise. Instead of a highly constrained

elastomer, some prior sliding guides use a resilient element, such as a mechanical spring. In either case, these materials provide little or no dynamic mechanical isolation and damping, resulting in poor vibration and acoustic noise reduction in some frequency ranges due to the interaction of lightly damped (and thus high amplitude) mechanical resonances in the car, rail, sliding guide and elevator system structures and materials.

In light of the foregoing, the present invention aims to resolve one or more of the aforementioned issues that afflict elevator systems.

SUMMARY The present invention includes an elevator car sliding guide including a shoe configured to slide on one or more rails, a first bracket connected to the shoe, a second bracket for connecting to a car assembly, and a plurality of elongated elastomeric members arranged generally from a first end of the sliding guide to a second end of the sliding guide and connected between the first bracket and the second bracket. The shoe and the first bracket are substantially surrounded on three sides by the second bracket. Each of the plurality of elongated elastomeric members is configured for deflection under loads of increasing magnitude.

Embodiments of the present invention also include an elevator system comprising a car, a frame connected to the car, one or more rails, and one or more sliding guides connected to the frame and slidably connected to at least one of the one or more rails. Each of the one or more sliding guides includes a plurality of elastomeric members arranged generally from a first end of the sliding guide to a second end of the sliding guide and connected between a bracket connected to the frame and a shoe slidably connected to the least one of the one or more rails. Each of the elastomeric members is configured for deflection under loads of increasing magnitude.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only, and are not restrictive of the invention as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features, aspects, and advantages of the present invention will become apparent from the following description, appended claims, and the

accompanying exemplary embodiments shown in the drawings, which are hereafter briefly described.

FIG. 1 is a side view of an embodiment of an elevator system including sliding guides according to the present invention. FIG. 2 is a perspective view of one of the sliding guides of FIG. 1.

FIG. 3 is a top view of the sliding guide of FIG. 2 with a wiper removed for clarity.

FIGS. 4A-4C are sectional views showing the deflection of one elastomeric member under increasing loads on the sliding guide of FIGS. 2 and 3. FIG. 5 is a graph of force versus deflection for the elastomeric member of

FIGS.4A-4C.

FIGS. 6 A and 6B are each schematic top views of alternative embodiments of a sliding guide according to the present invention.

DETAILED DESCRIPTION

Efforts have been made throughout the drawings to use the same or similar reference numerals for the same or like components.

FIG. 1 is a side view of an elevator system 10 including a car 12, a frame 14, sliding guides 16, rails 18, and tension members 21, such as belts or cables. In FIG. 1, the frame 14 is attached to the car 12. Four sliding guides 16 are connected to the frame 14, and thereby to the car 12, at the corners of the frame 14 and are movably connected to the rails 18. The number and location of the sliding guides 16, and the connection between the sliding guides 16 and the car 12 may vary across different embodiments of the present invention. For example, in another embodiment of the present invention the elevator system may include two sliding guides 16 positioned directly between the top of the car 12 and the rails 18. The tensions members 21 in FIG. 1 are commonly connected to a drive system (not shown), for example a hoisting machine, which drives the car 12 and the frame 14 up and down a hoistway (not shown) along the rails 18 via the sliding guides 16. The sliding guides 16 may be configured to provide a low friction connection to the rails 18 and may also act to damp vibration and structure-borne noise transmitted through system 10 to the frame 14, and thereby the car 12.

FIGS. 2 and 3 are a perspective and a top view respectively showing one of the sliding guides 16 of FIG. 1, which includes a shoe 20, a first connecting member 22

(hereinafter referred to as a "first bracket 22"), elastomeric members 24, a second connecting member 26 (hereinafter referred to as a "second bracket 26"), and bar clamps 28. The shoe 20, sometimes referred to as a "gib," includes a tapered top, first end 20a, a tapered bottom, second end 20b, grooves 20c, a top, first wiper 2Od, and a bottom, second wiper 2Oe. As shown in FIGS. 2 and 3, the shoe 20 and the first and second brackets 22, 26, may each have a generally U-shaped cross-section. The shoe 20 is attached to and arranged inside the first bracket 22. The first bracket 22 is spaced from and arranged generally inside the second bracket 26. The elastomeric members 24 are connected lengthwise, for example generally from a top, first end of the sliding guide 16 to a bottom, second end of the sliding guide 16, between the first bracket 22 and the second bracket 26 by the bar clamps 28. The connection between the elastomeric members 24 and the first and second brackets 22, 26 may vary across different embodiments of the present invention. For example, the elastomeric members 24 may be attached to the first and second brackets 22, 26 by an industrial epoxy with a broad operating temperature range. Alternatively, the elastomeric members 24 may be attached to the first and second brackets 22, 26 by threaded or unthreaded fasteners, such as screws or rivets. In another embodiment, the connection between the elastomeric members 24 and the first and second brackets 22, 26 may be accomplished by press fitting slots in the outer walls of the elastomeric members 24 over interlocking tabs integral with the first and second brackets 22, 26. In FIGS. 2 and 3, the shoe 20 may have a generally U-shaped cross-section with three interior bearing surfaces configured to provide a sliding connection to one or more rails 18 (shown in FIG. 1). The interior surfaces of the shoe 20 may be configured, as shown in FIGS. 2 and 3, with the tapered first end 20a, the tapered second end 20b, and one or more grooves 20c. The tapered first and second ends 20a, 20b may be adapted to provide a graduated connection between the shoe 20 and the rail 18, which graduated connection may act to lower the frequency range of the mechanical shock spectrum and smooth the effect of rail imperfections caused by, for example, discontinuities at rail segment joints or brake gouges in the rail. The grooves 20c in the bearing surfaces of the shoe 20 may act to reduce vibration and acoustic noise in the car 12 by providing clearance for, and entrapping, metal particles and debris generated during elevator installation and in-service wear. Two of the grooves 20c located at the interior corners of the generally U-shaped shoe 20 may also provide clearance for burrs on the edges of the rails 18 shown in FIG. 1. The number, size, shape, and placement of the grooves 20c on the shoe 20 may vary across different

embodiments of the present invention. The shoe 20 may also include the first and second wipers 2Od, 2Oe shown in FIG. 2, which may be configured to reduce the amount of material entrapped between the bearing surfaces of the shoe 20 and the rails 18 shown in FIG. 1 by wiping the surfaces of the rails 18 before the bearing surfaces of the shoe 20 contact the rails 18. The first and second wipers 2Od, 2Oe, of FIG. 2 have been omitted from FIG. 3 for clarity.

The shoe 20 may be manufactured by commonly known techniques, such as injection molding. The shoe 20 may be constructed from a low friction material, including polyoxymethylene (also referred to as polytrioxane, acetal resin, and polyformaldehyde), polytetrafluoroethylene, and polyethylene. Moreover, the material for the shoe 20 may be resistant to oil and grease. The first and second wipers 2Od, 2Oe of the shoe 20 may be made from, for example, felt or may include bristles either of which may act to wipe the surfaces of the rails 18 as the sliding guide 16 travels up and down along the rails 18.

The elastomeric members 24 of the sliding guide 16 shown in FIGS. 2 and 3 may be configured to provide vibration isolation and damping between the car 12 and the rails 18 (shown in FIG. 1). For example, the sliding guide 16 including the elastomeric members 24 may act to isolate and absorb side-to-side and front-to-back vibration of the car 12 imparted by the rails 18 during vertical travel of the car 12 along the rails 18. The elastomeric members 24 connected between the first and second brackets 22, 26 may be generally tubular with a generally octagonal tube cross-section having a contoured tube wall of varying thickness. As illustrated in FIGS. 2 and 3, a large percentage of the surface area of the elastomeric members 24 is unconstrained by the connection between the first and second brackets 22, 26. The elastomeric members 24 may act to isolate and damp vibrations from reaching the car 12, as each of the elastomeric members 24 is substantially free to deflect, for example by bulging or bending.

FIGS. 4A-4C illustrate the deflection of one of the elastomeric members 24 under increasing loads on the sliding guide 16 of FIGS. 2 and 3. Deflection of the elastomeric members 24 may be through a combination of bending followed by compression, as the sliding guide 16 is subjected to forces and vibrations transmitted through the rails 18. For example, in FIG. 4A, the elastomeric member 24 is at the rest position with no load applied. In FIG. 4B, a load begins to push the shoe 20, and thereby the first bracket 22, toward the elastomeric member 24. The elastomeric member 24 is shaped, such that the side walls, i.e. the walls unconstrained by the connection to the first

and second brackets 22, 26, are thinner toward the ends thereof and thicker in the middle thereof. In this configuration, the elastomeric member 24, under a load, may initially bend at the corners as illustrated in FIG. 4B. As the load on the elastomeric member 24 increases in FIG. 4C, the bending mode may end as the thicker middle portion of the side walls of the elastomeric member 24 reach a compression mode.

FIG. 5 is a graph showing force versus deflection for the elastomeric member 24 of FIGS. 4A-4C. The material of the elastomeric member 24 is substantially incompressible. The deflection of the elastomeric member 24 under increasing loads may begin with bending, but eventually may reach a compression mode at which point the inner surfaces of the elastomeric member 24 touch each other and may act to substantially inhibit, or snub, further deflection. The combination of bending and compression modes of the elastomeric member 24 results in a non-linear force versus deflection characteristic. The slope of the force versus deflection curve of the elastomeric member 24 is equal to the stiffness of the elastomeric member 24. Therefore, a corollary to the non-linear force versus deflection characteristic is that the stiffness increases with increasing force for the elastomeric member 24. The stiffness of the elastomeric members 24, and thereby of the guide 16, may increase only to the amount necessary to constrain the car 12 against the applied forces at any given time, thereby significantly increasing the amount of vibration and structure-borne noise isolation and damping and also the length of time over which the isolation and damping occurs. Additionally, the contoured tube cross-sectional shape of the elastomeric member 24 may provide a self-snubbing characteristic, which acts to constrain the car 12 under the influence of high forces by substantially eliminating further deflection as the elastomeric member 24 reaches the compression mode at and above forces of a prescribed magnitude. The number and shape of the elastomeric members 24 may vary across different embodiments of the present invention. For example, more than three elastormeric members may be connected between the first and second brackets 22, 26 of the sliding guide 16. FIG. 6A is a schematic top view showing an alternative embodiment of the sliding guide 16 including a plurality of elastomeric members 24 with a generally truss shaped cross-section including two crossed legs. FIG. 6B is a schematic top view of another embodiment of the sliding guide 16 including a plurality of elastomeric members 24 with tube-shaped cross-sections including a generally rectangular outer wall and a generally circular inner wall.

Embodiments of the present invention provide several advantages over prior sliding guides and elevator systems including sliding guides. The elastomeric members of sliding guides according to the present invention may be configured and arranged to produce a combination of bending and compression modes, which produces a non-linear force versus deflection characteristic. The non-linear force versus deflection characteristic of the elastomeric members in turn provides a self-adjusting dynamic stiffness for varying loading forces encountered in elevator service, thereby significantly increasing the amount of vibration isolation and damping and also the length of time over which the isolation and damping occurs. The cross-sectional shape of the elastomeric members may provide a self- snubbing characteristic acting to constrain the car under the influence of high forces. The shape and stiffness properties of the elastomeric members may be configured for specific applications to provide levels of vibration and acoustic noise reduction, which, in prior elevator systems, has required wheeled rolling guides with spring elements and damping devices. The simpler sliding guides of the present invention can significantly lower the cost and complexity of elevator systems that include conventional rolling and sliding guides. The tapered top and bottom of shoes used in sliding guides according to the present invention reduce the vibration and shock transmitted to the car from rail irregularities. Grooves in the shoe bearing surface provide clearance for debris and metal particles, reducing vibration, acoustic noise and frequency of shoe replacement. Additionally, grooves in the interior corners of the shoe provide clearance for burrs and nicks along the rail edge.

The aforementioned discussion is intended to be merely illustrative of the present invention and should not be construed as limiting the appended claims to any particular embodiment or group of embodiments. Thus, while the present invention has been described in particular detail with reference to specific exemplary embodiments thereof, it should also be appreciated that numerous modifications and changes may be made thereto without departing from the broader and intended scope of the invention as set forth in the claims that follow.

The specification and drawings are accordingly to be regarded in an illustrative manner and are not intended to limit the scope of the appended claims. In light of the foregoing disclosure of the present invention, one versed in the art would appreciate that there may be other embodiments and modifications within the scope of the present invention. Accordingly, all modifications attainable by one versed in the art from the

present disclosure within the scope of the present invention are to be included as further embodiments of the present invention. The scope of the present invention is to be defined as set forth in the following claims.