IL104381A - Multi-storey parking garage - Google Patents

Description

A MULTI-STORY PARKING GARAGE moip-.n fi jn nolo BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an elevated garage including a car turning mechanism capable of selecting parking cars in accordance with the weights of the cars prior to the entry of them, a counterweight device for balancing the weight of a car placed on the lift, and a guide rail for allowing a pallet to reciprocate between the carriages and the parking space on each floor of the garage. 2. Description of the^Prior Art In recent years, an elevated garage has come into wide use because of the economy of parking lots. A typical example of conventional elevated garages will now be described by reference to Figure 5: The elevated garage has a tower-like multi-storied structure A which includes many parking spaces S and a lift passage P in the center through which a lift E moves up and down. An electric motor M mounted on the ceiling of the structure A drives the lift E through chains C. Each car to be parked is conveyed by the lift to a desired parking space S.

The lift E is connected to the chains C which are connected to a counterweight W. Thus, the counterweight W and the lift E are connected to each other through the chains C via the motor M so that they are balanced.

The weight of the counterweight W depends upon the number of weight members which are increased or decreased. The counterweight W is provided with guide rollers R which roll on and along a pair of guide rails G disposed on both sides of the passage P, thereby enabling the counterweight W to ascend and descend along the passage P.

The counterweight W is directly connected to two chains. Because of an elongation of the chains over a long period of use, the smooth, balanced movement of the counterweight W along the guide rails becomes difficult. Particularly when one of the chains elongates as compared with the other, thereby resulting in difference in length, a pull acts upon the counterweight W only by the shorter chain. This unequalness in the distribution of force tends to cause the guide rails to creak and wear away in a short time.

In the conventional elevated garage cars are conveyed by the lift E and accommodated in the respective parking spaces S. The lift, the parking spaces and other component parts have a load capacity, hereinafter referred to as "rated load"; if a parking car weighs beyond the rated load, it must not be permitted to enter the parking space.

In order to select a car having a weight which does not exceed the rated load, the following system is known: The four corners of a car-carrying table are supported by load cells, and the weight of a car placed thereon is measured by totalling the indicated values of the load cells. Thus an overweight car is excluded from entering the parking space. Such a car is automatically caused to depart from the garage.

The conventional elevated garage requires the scale such as a load cell and additionally requires an extra space for allowing an overweight car to turn back and depart from the garage. The extra space and ancillary devices sacrifices the convenience and simplicity of an elevated garage, and what is worse, they increase production costs. In addition, a departing overweight car is likely to prevent a parking car from entering the garage.

In the elevated garage a parking car is mounted on a pallet and conveyed. The car enters and departs from the parking spaces by the vertical movement of the lift and then the horizontal movement of the pallet between the carriage and the parking space on each floor.

The pallet horizontally moves along guide rails having rollers which function as a guide. The guide rail supports a parking car carried on the pallet by means of rollers and horizontally moves the pallet by a relatively small force. A pair of guide rails are disposed on each of the carriage and the parking spaces. When the carriage is stopped to park the car in the parking space, the guide rails on the carriage and parking spaces are aligned so as to enable the car to move straight from the carriage into the parking space, and it to move from the parking space onto the carriage.

When a car moves from a parking space onto the carriage, the pallet is stopped at an appropriate place by decelerating and stopping the drive mechanism. When a car moves from the carriage into a parking space, the braking and locating thereof is effected by a friction board and an abutment board fixed to the end of the rails. The car is caused to run onto the friction board and stopped, and collides with the abutment board.

Under the system mentioned above, when a car is conveyed from the lift to a parking space, the pallet having a car thereon is braked with the two front corners of the car in the direction in which the car advances on and along the friction board. There is a disadvantage in that when a car is to depart from a parking space, a large driving force is required as an initial drive for driving the pallet toward the carriage. It is likely to happen. that the pallet suddenly starts to move by the large force. This sudden movement applies an excessive load to the drive mechanism, thereby resulting in unstable, irregular movement of the pallet. Another disadvantage is derived from the fact that the pallet is braked by the friction board.

This braking method results in the inefficient car conveyance because of the likelihood that the gravity of the car is decentered on the pallet so that the pallet is declined.

SUMMARY OF THE INVENTION The elevated garage of the present invention includes an elevated structure, a counterweight unit whose weight is adjustable in accordance with a car to be parked, the counterweight unit having guide rollers disposed on opposite sides thereof, a pair of guide rails fixed to the structure, the guide rails being engaged with the guide rollers, a balance arm from which the counterweight unit is swingeably suspended by a pair of suspenders, and means for driving the suspenders so as to effect the vertical movement of the counterweight unit through the suspenders.

In another aspect of the present invention, the elevated garage further includes a car turning mechanism having a turn-table for carrying a car and turning it into a desired direction, and a lift which is driven under hydraulic pressure, a pressure sensor for detecting the working hydraulic pressure, wherein the car turning mechanism is supported by the lift so that the car turning mechanism moves up and down, and means for detecting the hydraulic pressure applied to the lift so as to control the amount of rotation of the turn-table.

In a further aspect of the present invention, the elevated garage includes a plurality of pallets and guide rail units which includes a pair of side plates and rollers interposed between the side plates, the rollers projecting beyond the top edges of the side plates so that the projecting parts of the rollers support the pallets, and a braking member provided on one of the side plates so as to prevent the pallet from derailing from the guide rail units.

Thus, the present invention described herein offers advantages as follows: ( 1 ) The balance arm equally distributes the weight of the counterweight to the suspenders even if the suspenders are different in length due to elongated; (2) The counterweight moves silently and smoothly; (3) No creaking occurs between the counterweight and the guide rails; (4) No measuring scale is required for selecting a car whose weight may exceed a prdetermined value; (5) No extra site for allowing an overweight car to turn back for departure from the garage; (6) The pallets for carrying cars are driven by a relatively small force; (7) Cars are smoothly and safely parked at relatively high speed.

These and other advantages of the present invention will become apparent to those skilled in the art upon reading and understanding the following detailed description with reference to the accompanying figures.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is an elevation view partly broken showing a counterweight unit according to the present invention; Figure 2 is a perspective view on an enlarged scale showing a part of the counterweight unit; Figure 3 is a fragmentary cross-sectional view taken along the line X-X in Figure 1 ; Figure 4 is a fragmentary cross-sectional view showing a modified version of the embodiment shown in Figure 3; Figure 5 is a schematic view exemplifying an example of conventional elevated garages; Figure 6 is a schematic sectional view showing a car turning mechanism and a lift supporting the car turning mechanism; Figure 7 is a right-side view of the car turning mechanism and the lift; Figure 8 is a schematic view showing an elevated garage incorporating the car turning mechanism and the lift; Figure 9 is a cross sectional view taken along the line Y-Y in Figure 8; Figure 10 is a perspective view showing a guide rail unit; Figure 11 is a schematic view showing an elevated garage incorporating a pallet supported by guide rail units; Figure 12 is a schematic view showing the positional relationship between the pallet and the guide rail units; Figure 13 is a schematic perspective view exemplifying the combination of the pallet and the guide rail unit; Figure 14 is a fragmentary side view showing the portion indicated by the arrow in Figure 11 ; Figure 15 is a perspective view on an enlarged scale showing a modified version of the braking member; and Figure 16 is a perspective view on an enlarged scale showing another modified version of the braking member.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail by reference to the drawings: Example 1 Referring to Figures 1-4, the exemplary counterweight unit assembly includes a weight unit 11, a balance arm 12, main guide rollers 13, sub-guide rollers 14, and a pair of guide rails 20.

The weight unit 11 includes upper frames 11b, side frames lie and center frames 11 d . The upper frame 11b is made of I-section steel bar, and the side and center frames 11c and lid are made of channel steel bar having an open end and three sides, and are arranged with the open ends being faced inside. The weight unit 11 has a bottom bar 11e of channel steel fixed to the side frames 11 c and the center frames 11d. A plurality of weight members 11a are arranged between the frames 11c and 11d, each weight member having a shape of rectangular parallelopiped.

The balance arm 12 takes the form of an inverted triangle as shown in Figure 2, having an aperture 12a in the center and pins 12b erected on opposite ends. The balance arm 12 is swingably supported on the upper frame 11b by brackets 11f having bores 11fi and a pin 11f2 passed through the aperture 12a so that the balance arm 12 swings like a seesaw. The balance arm 12 is suspended by suspenders 31 such as chains or wire ropes through the pins 12b. The suspenders 31 are moved up and down by a driving mechanism (not shown) so that the weight unit 11 moves up and down together with the balance arm 12. The other ends of the suspenders 31 are connected to a car conveying carriage.

The weight unit 11 is provided with main guide rollers 13 and sub-guide rollers 14, both rollers being rotated in contact with the guide rails 20 disposed on opposite sides of the weight unit 11. The main guide rollers 13 are pivotally carried on both ends of channel-like sub-side frames 13a which are fixed to the side frames 11c by means of fixing members 13a2 with the open ends thereof being faced inside and the sub-guide rollers 14 are also mounted in pair adjacent to the respective main guide rollers 13.

The main guide rollers 13 are fitted with bearings 13c (Figure 3), and are joined to the sub-side frames 13a by shafts 13b, extending through a window 13a. toward the respective guide rails 20. The sub-guide rollers 14 are pivotally joined to the sides of the sub-side frames 13a at a point adjacent to the main guide rollers 13.

Each guide rail 20 is composed of a rail member 21 and a base member 22 joined thereto (Figure 3). The rail member 21 and the base member 22 are made of angle steel, and they are joined by a bolt-and-nut 23. Each guide rail 20 has a tongue portion 21a of the rail member 21 extending toward the sub-side frames 13a. The rail member 21 is integral with the structure of the garage.

The main guide rollers 13 roll while keeping contact with the tongue portion 21a of the rail member 21. The sub-guide rollers 14 roll while keeping contact with the tongue portion 21a as shown in Figure 3.

By moving the suspenders 31 up and down, the weight unit 11 is moved up and down together with the balance arm 12. The weight unit 11 is moved in a range specified by the guide rails 20 and the guide rollers 13 and 14.

The balance arm 12 bears the total weight of the weight unit 11 on a central point through which a connecting pin 11 f2 is passed so that the total weight is equally distributed to the suspenders 31.

The balance arm 12 has a thick portion in the center and tapered arm portions with a summit toward the flat surface of the upper frame 11b. This shape is adapted to facilitate a seesaw movement of the balance arm 12.

The weight unit 11 moves up and down even when any difference occurs in the length of the suspenders 31 owing to elongation over use.

If either of the suspenders 31 elongates so that either becomes longer than the other, the weight unit 11 would lose the balance and decline on the side of the elongated suspender. However, according to the present invention, the seesaw movement of the balance arm 12 absorbs the imbalance between the suspenders 31, as indicated by the imaginary line in Figure 1. Thus, the weight unit 11 is not affected by any difference in the length of the suspenders 31.

In this way, the weight of the weight unit 11 is equally distributed to both sides thereof, thereby enabling the counterweight assembly to ascend and descend without creaking or jerking. This is particularly advantageous when the garage is used at nights when noise nuisance is legally prohibited.

When the weight unit 11 is moved up and down, the main guide rollers 13 are prevented from displacing toward the guide rails 20 by the tongue portions 21a (the right-hand direction in Figure 3). The weight unit 11 is also prevented from being displaced forward and backward (the top and bottom direction in Figure 3) by the sub-guide rollers 14 on both sides and the tongue portions 21a. In short, the counterweight assembly is prevented from fluctuating during the vertical movement.

The weight of the weight unit 11 is determined by the number of the weight members 11a, and is adjusted by adding or removing the weight members, thereby obtaining an optimum weight for the car.

Figure 4 shows a modified version in which each main guide rollers 13 has a groove 13d adapted to receive the tongue portion 21a. The sub-guide rollers 14 need not be used.

Example 2 Referring to Figures 6-9, the exemplary embodiment includes a car turning mechanism 130 which includes a turning device 110 and a lift 120 (Figure 6). The lift 120 includes a lower frame 121 and an upper frame 122, with a pair of bars 123 crossed by a pivot CK . The legs 123 are connected to the lower frame 121 and the upper frame 122 at one end by means of pivots Ci so as to enable the upper frame 122 to ascend and descend by operating the hydraulic cylinders 124. The other ends of the bars 123 are provided with rollers 1 3e which are connected to the hydraulic cylinders 124 by means of pivots C2 so that these ends of the bars are slidable along the lower frame 121 and the upper frame 122, respectively. The hydraulic cylinders 124 are connected to the bars 123 by pivots C3 located adjacent to the pivots On . In this way the cross bars 1 3 operate like a pantograph.

A pump 127 supplies oil to the hydraulic cylinders 124 from a tank 125 through a pipe 126 (Figure 6). The pump 127 is driven by a motor Mi , and the pipe 126 is provided with a sensor Si for detecting a hydraulic pressure.

A level sensor S2 is provided between the lower frame 121 and the upper frame 122 so as to detect the level of the upper frame 122. The level sensor S2 is joined to the top end of a support 121b attached to the lower frame 121. The upper frame 122 is provided with a rod 122b having a toucher 122a adapted to engage the level sensor S2. When the toucher 122a comes into engagement with the level sensor S2 during the ascent of the upper frame 122, it generates a signal to a control 128 which detects a hydraulic pressure in proportion to the weight of the car to be conveyed, which will hereinafter be described in greater detail. The two hydraulic cylinders 124 are expanded or contracted together so as to increase the angle Θ i between the two cross bars 123 for ascent or decrease it for descent, thereby constantly keeping the top surface of the upper frame 122 horizontal.

The turning device 110 includes a turn-table 111 having an inner ring 112b concentric with a stationary outer ring 112a provided on the top surface of the upper frame 122. The inner ring 112b is provided with internal threads on its inside peripheral surface. The inner-ring 112b is engaged with the stationary outer ring 112a through the internal threads of the inner-ring 112b. The turn-table 111 is provided with blocks 11a which are intended to prevent the pallet from displacing thereon. The turning device 110 is connected to the lift 120 such that it moves up and down by the lift 120, which will hereinafter be described in detail.

The turning device 110 is rotated by an electric motor M2 and a reduction gear 114 which are joined to the underside of the upper frame 122. The reduction gear 114 has an output shaft passed through the upper frame 122 and a pinion 113 engaged with the internal threads of the inner ring 112b. When the motor M2 is driven, the upper frame 122 is rotated around the center line CL in a clockwise and counter-clockwise direction.

The turning device 110 and the lift 120 are electrically connected to each other through the control 28 to which an oil pressure signal mi and a level signal ni2 are input from the oil pressure sensor ST and the level sensor S2 , respectively. The control 128 outputs a control signal nb to the motor M2.

The turning mechanism 130 is used in an elevated garage in the manner as illustrated in Figure 8. More specifically, the elevated garage is composed of a structure A having a floor FL in which a pit A« (hereinafter called "home position An") is excavated. The turning mechanism 130 is placed in the pit A4 such that the top surface of the turn-table 111 is flush with the floor FL. The structure A has many stories which include parking spaces A3 on both sides with a carriage passage A2 interlocated therebetween as shown in Figure 8.

A carriage 141 ascends and descends through the passage A2 by chains 141a which are driven by a moto 142 placed on an upper section of the structure A. The carriage 141 is composed of framework having an opening which allows the carriage 141 to descend and ascend without coming into collision with the car turning mechanism 130 as shown in Figure 9. The carriage 141 draws a pallet P t from a parking space A3 , and sends it into a parking space A3.

In sending a car into a parking space A3, the carriage 141 is moved up to a desired parking space A3 by the motor 142, and draws a pallet Pt until it is mounted on the carriage 141. Then the carriage 142 is caused to descend to the level of the floor FL. At this stage, the pallet P t lies in the direction of the length of the carriage 141. After the carriage 141 stops on the floor FL, the car turning mechanism 130 causes the turn-table 111 to rise through the opening of the carriage 130, thereby raising the pallet P t and turning it to the gate IN as indicated by the two-dot line. Then, the pallet P t is lowered onto the floor FL (Figure 9). The floor FL is also provided with shallow recesses A4. on either sides of the pit An , so as to receive the opposite ends of the pallet P t . In this way, the pallet P t becomes flush with the level of the floor FL.

The car advances to the home position Ai in the direction D 1 from the gate IN and is placed on the pallet Pt . Then, the lift 120 is raised to a predetermined level until the level sensor S_ detects it. The required hydraulic pressure P of the hydraulic cylinder 124 is detected by the sensor Si . When the detected hydraulic pressure P is not greater than the rated value P0 , the turn-table 111 is rotated by 90 0 , namely in the direction D2 which means that the car is allowed to advance into the parking space by the carriage 141. However, if the detected hydraulic pressure P is greater than the rated pressure P0 , it is rotated by 180° , namely in the direction Dj in which the car departs from the structure A- because of its excessive weight. Afterwards, the lift 120 returns to its original position.

When the lift 120 of a pantograph type is used, a hydraulic pressure detected by the sensor S i depends upon the crossing angle Θ i formed by the bars 123 irrespective of a constant load. When the level sensor S2 detects a predetermined value reached by the crossing angle Θ i , it sends a level signal ni2 , and the control 128 detects the hydraulic pressure signal m i at this moment, thereby supplying hydraulic pressure in proportional to the weight of the car placed on the lift 120. The hydraulic pressure signal m i from the sensor S i is also delivered to the motor 142 of the lift 120 so as to control the speed of the lift 120. More specifically, the weight of the car placed on the lift 120 is transmitted to the motor 142 in the form of a hydraulic pressure signal m i . In response to the signal m i , the control 128 regulates variations in speed and a maximum speed, thereby selecting an optimum pattern of the descending and ascending speeds. The motor 142 stores information about the car weight measured prior to the entry of a car for each parking space, and in departing, the stored data is used to allow the car to descend at a speed corresponding to the stored weight.

In Figure 9, the entry direction D i , the departure direction D3 and the gate IN are not limited to the illustration but they can be optionally arranged. It is possible to use two gates; one for entry and the other for departure.

The pantograph type mentioned above is not essential for the present invention. It is possible to raise or lower the upper frame 122 directly by one or more hydraulic cylinders. In such cases, the level sensor S2 detects a level on which the car is turned by the turn-table 111 and shifted to the lift 120 after the upper frame 122 is raised.

It is possible to mount the car turning mechanism 130, including the lift 120 and the turn-table 111, on the carriage 141. The elevated garage can be totally or partially installed under the ground by providing the home position A i at an appropriate position along the parking spaces.

Example 3 Referring to Figures 10-16, a guide rail unit 310 includes a long rail body 311 composed of two side plates 311a and a plurality of rollers 312 carried by the rail body 311. The rollers 312 are located at equal intervals on the rail body 311 wherein their peripheral portions equally project beyond the top edges of the side plates 311a. The two side plates 311a are connected by pivots of the rollers 312, preferably with a spacer (not shown). The rollers 312 rotate between the two side plates 311a. The journals of the pivots of the rollers are aligned at an equal distance from the top edges of the side plates 311a.

The side plates 311a rest on metal seats 317 which are supported by arms hi and h2 joined to pillars Hi and H2 of a structure H on the same level. An abutment plate 315 is joined to the end faces of the side plates 311a. The abutment plate 315 is provided with a pad 316. An arch-like leaf spring 313 is provided on the side plates 311a joined thereto at its one end 313b whereas the other end remains free for the side plate 311a.

Referring to Figure 11 , the rail bodies 311 are arranged on opposite sides of the structure H. The rail units 310 are laid on each floor, and ensure that cars move and enter parking spaces from the carriage E2 , and move from the parking spaces onto the carriage E2. As described with respect to Example 2, the structure H is provided with a pit S3 (home position HP), and the carriage E2 is moved up and down through a carriage passage S2 by chains E3 driven by a motor Ei mounted in a driving mechanism E.

Figure 12 shows a positional relationship between the carriage E2 and the rail unit 310. The rail units 310 are arranged on each side of the carriage E2 such that the rail units 310 on the carriage E2 are aligned with those in the parking space ST . The rail units 310 are joined to the structure H through the metal seats 317, the arms hi and h2 , and the pillars Hi and H2. As shown in Figure 12, when the rail units 310 are used on the carriage E2 , the abutment plate 315 need not be used, and the leaf spring 313 is located at the center of the rail body 311.

Figure 13 shows a positional relationship between the rail unit 310 and a pallet P which includes a plate having ribs P3 upright on the top surface, stop rails Pi and channel-like rails P2 on the underside thereof. The channel-like rails P2 are arranged at the same distance as between the rail bodies 310. The channel-like rails P2 engage the rail units 310 on the carriage E2. In this way the pallets P are prepared on the rail units 310 on each parking space. The stop rails Pi prevents the carriage E2 from derailing sideways from the pallet P. The leaf springs 313 are pushed by the stop rails Pi against the side plate 311a, and the friction between the leaf springs 313 and the stop rails Pi serve to retain the pallet P at a place where it comes into abutment with the abutment plate 315, as shown in Figure 14.

Referring to Figures 11 and 12, a car enters the garage through the gate IN, and is first placed on the carriage E2 at the home position S3. The carriage E2 is raised to a desired parking space, and is stopped with the rail units 310 on the carriage E2 being aligned with those in the parking space so as to enable the pallet P to move from the carriage E2 into the parking space and vice versa in its horizontal posture. The pallet P starts to move only when a force exceeding the braking force provided by the leaf springs 313 is applied to the pallet P. An empty pallet P is drawn onto the carriage E2 during which the pallet P is braked by the friction between the leaf springs 313 so that the pallet is positioned at a center of the carriage E2.

Figure 15 shows a modified version of the leaf spring 313 which has flange portions 313b each having a long hole h3 on both end portions. The leaf spring 313 is held to the side plate 311a in a free state; more specifically, the leaf spring 313 is movably joined to the side plate 311a by a bolt bi which loosely fits in the long groove h3. This arrangement enables the leaf spring 313 to slide on the side plate 311a. When the pallet P moves in the direction A, the leaf spring 313 is moved to the right in Figure 15, as indicated by the two-dot line. Thus the leaf spring 313 is elastically deformed.

Figure 16 shows another version of the guide rail unit 310 adapted to be arranged on the carriage E2. This guide rail unit 310 includes a bracket 313a between the side plates 311a and a leaf spring 313 joined to the bracket 313a. The bracket 313a are joined to the side plates 311a by bolts b2 larger than the spacers 311ai , with the addition of washers b2» and nuts b2b . The leaf spring 313 is joined to the bracket 13a by bolts b3 at one end with the other being in a free state.

Claims (9)

104381/2 WHAT IS CLAIMED IS:

1. An elevated garage having multi-storied parking spaces, and an elevator which rises and descends inside an elevating passage provided along each parking space and enables a car to enter or exit the parking spaces, characterized by said elevator providing a counterweight unit arranged inside said elevating passage and suspended by a pair of suspending members, said counterweight unit having guide rollers at both of its lateral sides, a pair of guide rails engaged with the guide rollers for guiding the movement of the counterweight unit vertically, and said suspending members being connected with the counterweight unit through a balance arm capable of swinging about the center of the upper end of the counterweight unit.

2. An elevated garage according to claim 1 , wherein the counterweight unit comprises a plurality of weight members whose number is adjustable in accordance with the weight of a car to be parked.

3. An elevated garage according to claim 1 , wherein each guide rail comprises a main roller, a pair of sub-guide rollers, and a tongue portion integral with the guide rail, the main roller and the sub-guide rollers being limited by the tongue portion so as to prevent the counterweight unit from fluctuating faring the vertical movement thereof.

4. An elevated garage according to claim 1 , wherein each guide rail comprises a main roller having a ring-shaped groove in its periphery and a tongue portion integral with the guide rail, the tongue portion being engaged in the groove of the main roller so that the counterweight unit is prevented from fluctuating during the vertical movement thereof.

5. An elevated garage according to claim 1, further comprising a car turning mechanism having a turn-table for carrying a car and turning it into a desired direction, and a lift which is driven under hydraulic pressure, a pressure sensor for detecting the working hydraulic pressure, wherein the car turning mechanism is supported by the lift so that the car turning mechanism moves up and down, and means for detecting the hydraulic pressure applied to the lift so as to control the amount of rotation of the turn-table.

6. An elevated garage according to claim 1, further comprising a plurality of pallets and guide rail units which includes a pair of side plates and rollers interposed between the side plates, the rollers projecting beyond the top edges of the side plates so that the projecting parts of the rollers support the pallets, and a braking member provided on one of the side plates so as to prevent the pallet from derailing from the guide rail units.

7. An elevated garage according to claim 1, wherein the braking member is an arch-like leaf spring. 104,381/2

8. An elevated garage according to claim 6, wherein the leaf spring comprises flange portions on both sides, each flange portion including a long hole in which a fastening means is inserted, thereby allowing the leaf spring to move sideways.

9. An elevated garage according to claim 1, substantially as hereinbefore described and with reference to the accompanying drawings. FOR THE APPLICANT WOLFF, BREGMAN AND GOLLER