KR100294270B1 - Expensive Cable System - Google Patents

Abstract

An improved cableway system for providing a track over which a vehicle traverses is disclosed. The improved system includes a catenary cable system (16) and a pair of track cable systems (14). The track cable systems (14) are hung from the catenary cable system (16) and support tracks over which a vehicle (12) traverses. A plurality of hangers (27) is employed to suspend the track cable systems (14) from the catenary cable system (16). A plurality of pylons (17) support the catenary and track cable systems (14, 16). A pylon (17) includes a base pylon (21), a lower saddle (200), and an upper saddle (30). The lower saddle (200) is pivotally mounted to the base pylon (21) and supports the track cable systems (14). Preferred embodiments of the lower saddle (200) include apparatuses that dampen the application of loads to the pylon (17) by the vehicle (12) traversing the system. The upper saddle (30) is supported by the base pylon (21) and supports the catenary cable system (16) while providing for deflection of the catenary cable system (16) in response to forces applied to the cableway system. A preferred embodiment of the cableway system includes a force equalizing assembly (300) for joining the catenary cable system (16) to the track cable system (14) at points between support pylons (17) to equalize the tension in the cables among the various cables.

Description

Expensive cable systems

Many types of elevated cableway systems are used in mass transit systems, or are proposed for mass transit systems. The system was published and claimed in US Patent 4069765, issued January 24, 1978 by gerhard muler. The system is neither a bridge supported by a suspension nor a cable, nor an aerial tramway. no. As a result, not all standard design criteria need to be applied to the system of US Patent 4069765 by muler.

Therefore, US Patent 4069765 by muler has not published a standard approach, and FIGS. 1 to 5 and the like of this application are consistent with FIGS. 3 to 7 and the like of US Patent 4069765 by mtller. 1 alone illustrates an elevated cableway system, in which a vehicle 12 is a catenary or supported cable 16. The track cable system 14 (track cable system) hanging on the back side. As shown in FIGS. 2, 3, and 5, the track cable system 14 consists of a coil-locked steel cable 14a-d with a coil fitted therein, 16 (catenary cable system) consists of a coil-locked steel cable (16a-b) in which the coil is fitted. Referring to FIG. 1, a number of pylons 18 are used between track cable system 14 and suspension line cable system 16 between the terminus and the like of system 10. Lift up and support the catenary cable system. The track cable system 14 and the catenary cable system 16 are fixed to the ground to support the horizontal cable load, and the load is supported by the ground (19). Move to).

One of the basic approaches of muler is illustrated in FIGS. 1 and 2, and the like. Stress loads associated with "sag" in track cable systems 14 and catenary cable systems, etc., caused by the weight of the vehicle 12 This is a problem with a cable system in the muler era, as shown in FIG. 1, US Patent 4069765. As presented in US Patent 4069765, muler proposes to address this problem by pretensioning or prestressing the track cable system, as shown in FIG. 1. The track cable system 14 is horizontal when the weight of the vehicle 12 is applied.

Muler's design includes a hanger or spacer to hang the track cable sheath 14 in a new crosstie and suspension cable system 16. The crosstie 15, the hanger 7 and the like were new in their time and are described in FIG. 2 and FIG. Through the suspension system, the track cable system 14 is tensioned as mentioned above and consequently bends upward when there is no load by the vehicle 12.

As shown in FIG. 4, muler also proposed combining track cable system 14 and suspension cable system 16, etc., between points 22, pylon 18, and the like. The muler binds the cable to a force equalization plate 24 together with a clamping plate 26 and a wedge 28. In addition, the force equalization plate 24 has substantially improved the advanced technology and the like along with the track cable system 14 having the load distribution and the tension of the load stress in the cable system.

Muler also used the pylon structure previously published in US Patent 3753406. As published from column 1, line 65 to column 2, line 3 of US Patent 3753406, it was thought that the pylons in the system should be "stiff." The "self-aligning" or "self-adjusting" pylon was thought to introduce undesirable longitudinal movement between the suspension cable and the track cable or the like. However, if steps are taken to minimize or eliminate longitudinal movement, "self-aligning" or "self-adjusting" pylons have robust design advantages.

Although technically far ahead, there are also problems with implementing muler's design. For example,

(1) Suspension cable system 16 is suspended from the roller above the pylon, and when the vehicle 12 crosses the expensive cable, the suspension cable system 16 begins to wear in movement across the roller;

(2) In addition, the problem that the design of the equalization plate 24 is caused by twisting the cable elements 16a-b and the cable elements 14a-d, etc. under certain circumstances. Causes; And

(3) Since the homogenizing plate is supplied for the engagement, the cable elements 14a-d need to have an upper surface engaged by the wheel of the vehicle. In particular, it can be seen from the standpoint of the new pylon design that the load stress can be well distributed through the re-design of the load equalization assembly as well as the hangers, crossties and the like.

U.S. Patent 4264996 to baltensperger and pfister discloses a suspended railway system with a tower, which supports the suspension cable at the top of the tower and is pivotally connected to the tower. Supports track cables with a "stressing beam". However, the US patent 4264996 system is not significantly better than the present invention. For example, it failed to grab the suspension cable from the support above the US patent 4264996 tower. Therefore, as mentioned in US Pat. No. 4264996, the cable slips on the notch of the support. The slippage inevitably causes abrasion in the cable. In addition, the fact that there is only one beam and the fact that the beam only pivots at one point, while the stressing beam gives the process of re-dispersing the weight on the track cable support, It is evident that the impact on the support of the vehicle passing over the support is not substantially reduced. When weight is applied to one end of the beam, the other end of the beam must be tilted upwards, thereby creating a ramp that raises the vehicle across the track. The deflection of the beam in only one beam may not decrease until the vehicle passes each point along the beam. If the beam has a second beam, a third beam, or the like as in the present invention, the movement about the central pivot point can be reduced before the vehicle. The point where the load is applied in the second beam, the third beam, and the like is the point where the second beam is attached to the main beam, and is not the point at which the transportation means passes.

Therefore, it is a feature of the present invention to provide an improved pylon design for an elevated cableway system.

Since the suspension cable system does not slip or roll directly on top of the pylon, the improved pylon design is a feature of the present invention that reduces wear in the suspension cable system.

When relieving the stress exerted on the suspension cable system by tilting under load applied by means of transport across the track cable system, the improved pylon provides a new, deflected upper saddle supporting the suspension cable system. upper saddle) is a feature of the present invention.

The present invention includes an improved pylon that includes improved rotatable lower saddles that transport loads well when the vehicle traverses expensive cables and distribute load stress through the expensive cable system. It is a feature of.

It is a feature of the present invention that the load stress is dispersed through the design of hangers and spacers.

It is a feature of the present invention to provide an improved expensive cable system with side supports for incorporation between suspension cable systems, track cable systems, etc. by providing improved force equalizing assemblies.

When loads travel between two cable systems, by flexing the cables to control each other, reducing the wear in suspension cable systems, track cable systems, etc., and providing alternate load equalization assemblies It is a feature of the present invention.

The present invention belongs to an elevated cableway system used in a system such as a mass transit system and, more particularly, to an improved expensive cable for the system.

1 to 5, etc., describe a prior art cableway system of the prior art, which is claimed in US Patent 4069765, issued January 24, 1978 by gerhard muler, in which the patents 7 and so on.

FIG. 6 illustrates a pylon of the cable system of the invention referred to herein, including upper saddles, lower saddles, and the like, at high cost.

7A-G and the like illustrate the upper birds of the new pylon, FIG. 7A is a side elevation view, FIG. 7B is an isometric view, and FIGS. 7C-D and the like are partially at the base of the upper birds. Elevation and floor plan respectively.

FIG. 7H is an elevation view of the lower birds of the pylon in FIG. 6, FIG. 7I is a plan view of FIG. 7H, and FIG. 7J is a plan view taken along the portion 7j-7j of FIG. 7H; FIG. 7K is an elevation view taken along the 7k-7k portion of FIG. 7H, and FIG. 7L is an elevation view obtained along the 7L-7L portion of FIG. 7H.

7m-n and 7p illustrate the main beam of the connecting frame and the lower birds traversing, FIG. 7m is a partial elevation, FIG. 7n is an elevation taken along the 7n-7n portion of FIG. 7m, and FIG. 7p is a partial plan view of FIG. 7m, and FIG. 7q is an elevation view taken along the 7q-7q portion of FIG. 7m.

7R-U and the like are diagrams for explaining suspension rod / cross tie assemblies and the like of the third beam and the lower saddles; FIG. 7R is an elevation view, FIG. 7S is an elevation view taken along the 7s-7s portion of FIG. 7R, FIG. 7T is an elevation view taken along the 7t-7t portion of FIG. 7R, and FIG. 7U is along the 7U-7U portion of FIG. 7R. Obtained floor plan.

7v-7x and the like are views illustrating the uniformity beam of the lower birds, in which FIG. 7v is an elevation view, FIG. 7w is a plan view of FIG. 7v, and FIG. 7x is an elevation view taken along the 7x-7x portion of FIG. 7w.

FIG. 7y is a side elevation view of another embodiment of the lower birds connected to a tubular pylon support beam with a shock absorber and an added bracing rod, FIG. 7z is a tubular view Partial isometric view of another embodiment of the lower birds connected to the support beam.

FIG. 7aa is a side elevation view of a support pylon showing upper birds supported by a tubular basepylon with a hole at the top, with a hole at the top of the tubular base pylon, and a lower portion of the upright An end extending through the base pylon;

7ab-7ae and the like illustrate alternate alternating upper saddles carrying a suspension cable to the top of the base pylon through a pair of cable anchoring wheel assemblies, FIG. Alternate side elevational view of the upper birds, FIG. 7ac is one end elevation of the cable anchoring wheel assembly and wheel bearing member supported at the top of the roller base, FIG. 7ad is a top view of the cable anchoring wheel assembly, etc. 7ae is a side elevation view of a cable fixing wheel assembly, and the like.

8A-B and the like are diagrams illustrating hangers, cross ties, rails and the like of the track cable system hanging in a new system isometrically, FIG. 8A is a partial exploded perspective view; 8B is an elevation view.

9A-B and the like illustrate a hanger, crosstie, power rail, etc. of the new system along the lines 9A-9A of FIG. 8B, partially broken down, and FIG. 9A Shows a horizontal portion of the suspension cable system, and FIG. 9B shows an inclined portion of the suspension cable system.

10A-C and the like illustrate a hanger, crosstie, power rail and the like that hang on a track cable system in a new system, FIG. 10A is a plan view shown by dashed lines, and FIG. Partial view along lines 10b-10b of 10a, FIG. 10c showing the end side.

1la-d and the like illustrate a force equalizing assembly that combines a catenary cable system, a track cable system, and the like at the midpoint of a span;

FIG. 11E is an isometric view of alternating force equalizing assemblies. FIG.

1 lf-11L and the like show a second alternate load equalizing assembly, and FIG. 1 lf is a view showing the second alternate load equalizing assembly isometrically, FIG. 11g Is a cross-sectional view through the middle portion of the load equalization assembly, FIG. 1lh is a cross-sectional view taken along line aa of FIG. 1lg, FIG. 11i is a cross-sectional view taken along line bb of FIG. Ng, and FIG. 1lj is a portion of the load equalization assembly. Is a plan view of a cross sectional view taken along the line cc shown in FIG. 11J, and FIG. 11L is an elevation view of a load equalization assembly constructed alternately.

* Explanation of symbols for main parts of the drawings

10: expensive cable system 12: means of transport

14: track cable system

l4a-d: steel cable with coil

16: suspension cable system

16a-d: steel cable with coil

18: pylon 19: the ground

20: endpoint

The above features as well as other features and advantages are provided by improved expensive cable systems including pylons, upper saddles, lower saddles, and the like. The pylons include base pylons and lower saddles installed in the base pylons, with track cables tied to the base pylons. The upper saddle, which is suspended in the suspension cable system, is mounted to the base pylon to tilt in response to the weight of the vehicle traversing the track cable system.

In some embodiments the improved pylon also includes new lower saddles comprising a main beam rotatably mounted to the pylon, about the longitudinal axis of the main beam for the purpose of rotating in the first vertical plane. At each end of the main beam substantially at the center of the longitudinal axis of the second beam for the purpose of rotating in the first vertical plane, a pair of second beams are respectively installed rotatably on the main beam. At each end of one second beam, substantially at the center of the longitudinal axis of the fourth beam for the purpose of rotating in the first vertical plane, each of the four third beams in one of the second beams is rotatable Is installed. At each end of one third beam substantially at one end of the suspension rod for the purpose of rotating in the first vertical plane, eight suspension rods in each of the third beam can each rotate. Is installed. At the center of the longitudinal axis of the cross tie for the purpose of rotating the cross tie in a second vertical plane perpendicular to the first vertical plane, each other end of the suspension rod is rotatably connected to the cross tie. The cross tie carries the second cable. Four shock absorbers are each rotatably mounted at the end of each third beam end, and each shock absorber at a cross tie close to the other end of the suspension rod substantially connected to the other end of the third beam. The other end of is rotatably connected and the third beam is connected to one end of the shock absorber. Four bracing rods are rotatably mounted on the cross ties at the ends of the fixing rods near the lower ends of the first suspension rods. Another end of each bracing rod is connected so that the opposite beam of the third beam is rotatable to the cross tie at or near the lower end of the second suspension rod connected to the end, and the first suspension rod is connected to the third beam. There is slack in

The improved cable system also consists of an improved hanger, cross tie, etc., consisting of hanger members hanging by the ends of the suspension cable system. The cross ties are installed in the suspension cable system so as to rotate on hanger members at the ends.

The track cable guide is attached to the cross tie, and the power rail guide is mounted to the cross tie. For the purpose of equalizing the tension between the support and the track cable system, etc., a force equalizing assembly is also provided between the pylons and the like for intermediate coupling of the suspension cable system to the track cable system. A force equalization plate having three or more parallel channels formed along the surface length of the channel supplied for accommodating the supporting cable in the center channel and the track cable system in the outer channel, It is included in the assembly. Channels (homes) are about half the length of each cable circumference, except that the channels widen in the morning glory toward the field. The channeled clamping plate has three or more parallel channels formed along the first surface length of the channel supplied for receiving the supporting cable in the central channel and the track cable system in the field channel. Except that the channel has an outwardly expanded shape, the channels of the fixing plates are made to the extent of each cable circumference. The channeled clamping plate has a second surface against the first surface which is adapted to be engaged by the wheel of the cable vehicle. Channeled surfaces, such as load equalization plates and fixed plates, in which the plates are assembled to cables that fit cables by friction in each channel to equalize tensions in supports and track cable systems, etc. ) Is complemented. The ends having an enlarged shape out of the channel in the assembly plate form a truncated hole at each end of the assembly for each cable for the purpose of reducing wear in the cable by the end of the plate.

In another improved embodiment of the force equalizing assembly, the cables, such as the suspension cable system and the track cable system, are suspended relative to the cable circumference by the cable connection of the cable encasing member system. The cable is thereby connected to the frame of the cable wrapper system via a cable connection for the purpose of distributing the load in the cable system. The load equalization assembly is adapted to accommodate the cable connection at an acute to parallel angle, etc. in the longitudinal axis of the frame. In another improved embodiment of a force equalizing assembly, the suspension cable system clamp grabs the suspension cable system and the multiple track cable system clamps provide a pair of track cable systems. Grab For the purpose of supplying controlled load distribution between the cable systems and the like, the track cable system clamps are attached to the suspension cable system clamps so as to bend. The top surface of the multiple track cable system clamps is adapted to engage by wheels of the vehicle traversing an elevated cableway system.

The more detailed description of the invention summarized above is obtained by reference to the preferred embodiment described in the drawings of the specification, in which not only the features cited above but also the others mentioned above are obtained and understood in detail. Can be. The drawings illustrate only preferred embodiments of the invention and, when the invention recognizes other equally effective embodiments, the drawings are not to be considered limited to the scope of the invention.

6 shows an expensive cable consisting of an upper saddle 30 on which the suspension cable 16 is hung, a lower saddle 200 on which the track cable is hung, and a base pylon 21 on which the lower saddle 200 is mounted. The pylon 17 of is shown. As mentioned above, the hanger 27 hangs from the preliminary tension track cable 14 and the suspension cable 16. The pylon 17 is secured to the ground 19 in accordance with techniques known to those skilled in the art. The exact size of the pylon 17, such as height and width, is a known structure that takes into account structural loads, such as vehicle and cable weights, and loads that occur under various environmental conditions, including wind, seismic activity, rain and temperature, etc. It will be a concern for engineering design based on principles.

The upper saddle 30, shown in detail in FIGS. 7A-C, allows free movement on top of the pylon 17 and transfers the vertical and pretension loads from the vehicle 12 to the pylon 17. The upper saddle 30 reduces the weakening of the suspension cable 16, requires only limited maintenance and can easily deflect the pylon 17 at an angle of 7 degrees. The upper saddle 30 is covered with a coupling 40, which includes an upright portion 32 rotatably mounted to the base 34 and engages the cable connector 42.

Referring to FIG. 7B, the pin 40 located on top of the coupling 40, the cable connector 42 and the upper saddle 30 is shown in an enlarged, cross-sectional view. The support 50 assists in distributing and maintaining the load applied on the coupling 40 to the upright 32. The cover 52 protects the coupling 40 and the connector 42 from various elements. Coupling 40, which engages cable connector 42 with a socket and pin, risks weakening suspension cable 16 by moving suspension cable 16 across pylon 18 of the system described in Mueller '765 patent. Reduce The embodiment shown in FIGS. 7A-C demonstrates that the risk of breakage cable 16 weakening and failure by reducing the bending load stress and allowing only tensile stress to be applied to the suspension cable 16. The connections also allow for short lengths of cables to easily transport, manipulate and rescue the system.

In a preferred embodiment the coupler 40 is a welded plate assembly comprising two or more member plates 48 and a base plate 46 extending at right angles from the base plate 46 as shown in FIG. 7B. The cable connector 42 is fitted into the hole at one end to connect with the coupling 40. When the cable connector 42 and the coupling 40 are engaged, the pins 44 pass through the holes aligned in the fork teeth portion 43 of the coupling 40 and the fork connector 42. And coupling 40. The socket and pin connections provided by the cable connector 42 must be strong enough to withstand the loads occurring under various environmental conditions and the loads on the suspension cable 16. The cables 16a-b are hung in the first direction from the unconnected end of the cable connector 42. Coupling 40 is coupled with a second cable connector 42 which cables to cables 16a-b in a second direction, as shown in FIG. 7B.

The cables 16a-b are preferably secured together as shown in FIG. 7E at predetermined intervals using the clamp 49 between the cable connector 42 and the first hanger 27. The clamp 49 is shown in FIG. 7F-G and consists of a pin 51 connecting the clamp members 53a-d. The clamp members 53a-d define passages 55a-b through which the cable members 16a-b pass.

The passages 55a-b include an open opening shaped to connect with the uniform lock 300 and the suspension cable clamp 85 at one or both ends as described above. The opening of the passages 55a-b is best shown in Fig. 10C, where the small diameter portion at 57 of the passages 55a-b forms a draw of the opening and the large diameter portion 59 is formed at the opening. The spreading opening minimizes the "beam effect" so that the fixed cable acts structurally as a beam.

In FIG. 7B, the upright 32 is rotatably mounted to the dual v-shaped base 34. In a preferred embodiment, the base 34, like the coupling 40, is a welded plate assembly and consists of a bottom plate 54 and a side plate 56. The side plate 56 is attached to the slotted channel at each end of the bottom plate 54 and the tongue 58 extends into the slot at the bottom of the upright 32 as shown in FIG. 7C to define the slot. . The pin 60, which is preferably made of copper to reduce friction, passes through the holes aligned in the side plate 56 and the tongue 58. The upright 32 maintains the load received through the coupling 40 and transmits this load to the pin 60, around which the upright 32 rotates.

The base 34 also includes a load bearing device for the uprights 32. Each device includes bearing pins 62 extending through flanged separating sleeves 64, 66. The flanged sleeve 64 extends from the tongue, and the sleeve 66 is welded to the inner surface of the paired side plate 56. The bearing pin 62 holds the upper and lower sleeves 64 in place by nuts around the pins 62 and reciprocates in the sleeve 66. The upper saddle 30 described above functions as a "pulley". Pin 60 is the center of rotation for the "pulley" and the length of the upright 32 defines its radius. The "pulley" diameter is variable and is 150 times the diameter of the suspension cable system 16 in the preferred embodiment. Although this shape conceptually handles the load as a pulley, the rotation of the upright 32 around the pin 60 is limited to 7 ° from the vertical norm. Rotation in the upper saddle 30 prevents imparting a high moment to the pylon 17 provided for the rigid pylon 18 of the system described in Mueller '765.

In a preferred embodiment, the lower saddle 200 is designed to adjust the deflection of the uprights 32 and to transfer the vertical, transverse loads applied across a portion of the track cable 14 to the pylon 17. Finally, the pylon transfers this load to the ground. In this way, the lower saddle carries the load generated by the vehicle 12, the cable 14, various environmental conditions and the deflection (7 ° in each direction) of the upper saddle 30. In addition, the lower saddle 200 can move more smoothly from one pylon to the other, compared to the known art, and increase the passenger comfort by reducing the curvature of the track cable 14.

The lower saddle 200, shown in detail in FIGS. 7H-7X, extends outwards on each side of the base pylon 2l and below the pylon upright 32 via a bilateral pylon beam 202 mounted horizontally. It is linked to the base pylon. The edge between the lower birds and the basal pylon 21 is shown in FIG. 6.

The u-shaped transverse connecting frame 204 is connected to one end of the lateral pylon beam 202 and extends downward to receive and transmit loads acting in the transverse and longitudinal directions to the pylon 17. The second transverse connecting frame extends downwardly from the other end of the transverse pylon beam 202 and has a second sliding groove on the other side of each of the pylons, but one frame 204 to avoid duplication. Only will be described herein. In FIGS. 7M and 7N, the transverse connecting frame 204 includes two vertical suspension beams 206a, 206b connected to the transverse pylon beam 202 and extending downward. Suspension beams 206a and 206b are connected by horizontal beams 208 placed horizontally through bolted connections 208a. Web 210 extends vertically and bonds across lateral support beam 208 to impart stability. Support plates 212a and 212b are also bonded and extend upward from the lateral support beam 208. The vertical, horizontal beam assemblies and other joined hardware parts form the structural framework of the transverse connecting frame 204.

The base pylon beam 201 and the lower saddle connector, functionally similar to the support beam 208 described above, are shown in FIGS. 7Y and 7Z. One or more pairs of connecting plates 203 are attached to the base pylon beam to surround the base pylon beam. The cap plate 207 is coupled to the top of the connecting plate 203. The upper attachment plate 209 is detachably connected to the cap plate 207 by several bolts. The attachment plate is secured to the support plates 212a and 212b in a manner similar to securing the support plates 212a and 212b to the transverse support beams described above. The hanger plate 211 is connected to the bottom of the connecting plate 203. The hanger plate has holes for fastening bolts to releasably connect to additional structures as described below.

The vertical load transfer system is capable of rotating in the transverse connecting frame 204 shown in FIG. 7m to transfer the vertical load generated by the vehicle and the cable, as well as the load generated by the upper saddle deflection, to the base pylon 21. Or to the underlying pylon beam 201. The primary requirement of a vertical load transfer system is to distribute the vertical load delivered by the system to the track cable to avoid adversely affecting the curve deflection of the cable. Therefore, a vertical load transfer system is advantageous for a homogenization system consisting of interconnected beams and bars.

As shown in Figs. 7H and 7L, the main beam 214 is a weld plate assembly consisting of a rectangular cross section and is rotatably mounted to the support plates 212a, 212b through sidewalls at the center of the longitudinal side to rotate in the vertical plane. The main beam 214 is biaxially symmetrical and has a variable height defined by an inclined top surface that is maximum at the center of gravity above the rotational mounting point and tilts downward toward the end 214e. The lower surface 214L of the main beam is flat and extends horizontally between the ends 214e.

Dumbbell-shaped collar 216 is mounted to disc-shaped ends 261a and 216b across the sides of the main beam in circular openings 218a and 218b as shown in FIG. 7N. The shaft 220 is mounted through the longitudinal axis of the collar 216 and extends out of the ends 216a and 216b through the cylindrical openings 220a and 220b. As shown in FIGS. 7H and 7N, the ends of the shaft 220 extend through the openings 222 and the radial bearings 222a at the support plates 212a and 212b of the transverse connecting frame, so that they can rotate about the pylon. Support the beam. The bearing 222a is made of bronze to reduce friction.

The pair of secondary beams 224 extend downwards adjacent to each end 214e of the main beam and are mounted so as to be rotatable about each longitudinal axis with a connected flange 226 so that the main beam can rotate. It is possible to rotate the secondary beam relative to the main beam in the same vertical plane. Flange 226 is equipped with openings 232a and 232b to mount shaft 234 as shown in FIGS. 7L and 7Q. The shaft 234 penetrates the discs 236a and 236b mounted in the circular opening at each secondary beam 224 and flanges 226 to rotate the secondary beam adjacent each end of the primary beam. Connect to Ring 230 holds shaft 234 in place. Like the primary beam 214, the secondary beam is formed of a weld plate assembly suitable for variable heights and rectangular cross sections.

Each of the four tertiary beams 238 will rotate about one secondary beam 224 and the longitudinal axis center at each end of the secondary beam such that the primary and secondary beams rotate in the same vertical plane in which they can rotate. It can be mounted. 7S and 7V, tertiary beam 238 retains collar 240 at circular opening 240a. The collar is arranged in line with two sets of compensating discs 242a and 242b, and one set of discs 242a and 242b is mounted to a circular opening adjacent to each end of the secondary beam 224. The shaft 244 is each disc-color-disc assembly 242a, 240, 242b for rotationally connecting the center of the tertiary beam 238 to each end of the secondary beam 224 in a known manner. Penetrates within the aligned openings. Upper and lower ends of the secondary beam 224 are cut open to allow movement of the tertiary beam.

Each of the eight suspension bars 246 is rotatably mounted at each end 238e of the tertiary beam at its upper end so as to rotate in the vertical plane. Bolt 238 passes through circular opening at each end of tertiary beam 238 and circular opening at respective suspension bars 246a and 246b. Cylindrical bearing 250 is disposed around bolt 248 to facilitate relative rotation between the suspension rod and the tertiary beam and to maintain the spacing between the suspension rods. According to the prior art, similar bearings are provided on contact surfaces in which parts rotate with respect to each other throughout the lower saddle.

The other end of each suspension rod 246 is rotatably connected to a cross-tie 256 via a flange 258 extending upward from the connecting plate 259. The cross tie 256 has a function of transmitting the vehicle load in the vertical and horizontal directions to the vertical and horizontal load transfer systems through the engagement of the wheels and the rails held by the cross tie. The connecting plate 259 is fastened with four bolts 259a around the portion where the axis of the homogenizing beam and the longitudinal axis of the cross tie intersect, thereby rotating the cross tie 256 in the longitudinal plane relative to the suspension rod. have. As shown in FIG. 7H, the lower saddle 200 is composed of four bolts of different lengths so that the thickness difference of the uniformity beam can be adjusted.

Bolt 252 passes through a circular opening and a flange at the bottom of suspension bars 246a and 246b. The suspension rod is connected with a welded web 257 that effectively imparts an i-segment that minimizes instability of the suspension rod. The cylindrical bearing 254 maintains the space between the suspension rods and facilitates relative rotation. The rods 246a and 246b are widened at each end to be rotatably connected to the third beam and the cross tie as shown in FIG. 7R. The rotation of the suspension rods at both ends prevents the rods from receiving all moments due to lateral loads acting on the homogenizing beam as described below.

In the vertical load transfer device of the lower saddle, shown in FIGS. 7y and 7z, the third beam 239 and the third beam 239 are adapted to reduce the impact of the vertical load applied to the track cable by reducing the rate at which the suspension rod and the third beam rotate relative to each other. Paired bracing rods 247 and shock absorbers 249 may be added to suspension rod 246. The figure shows an embodiment in which the second and third beams comprise a hanger plate used to connect the high and low members. The second hanger plate 229 is hung from the second beam 225 to support the third beam 239. The third hanger plate 241 is suspended on the third beam 239 to hold the suspension rod 246. In addition, multiple suspension bars 246 are used at each end of the third beam rather than a single suspension bar 246.

The bracing rod 247 has a hole at each end through which the bolt 253 passes, so that the bracing rod can be rotatably connected to the rest of the assembly. The end of the shock absorber 249 adjacent the lower end of the suspension rod is secured with a bolt 253 to rotatably connect with the suspension rod 246, the bracing rod 247 and another cross tie 255. . The other cross tie is substantially similar to the gross tie 256 described below, but includes two flanges 258 rather than one, as shown in FIG. 7T. The additional flange allows attachment of a shock absorber between the flanges, as shown in Figure 7z. The opposite end, ie the upper end, of the shock absorber is rotatably coupled to the neighboring third beam by securing the shock absorber with bolts 251 through the third hanger plate 241 and the suspension rod 246. Those skilled in the art will appreciate that the bracing rods 247 and the shock absorbers 249 can be added to the first beam and the hanger.

The cross tie 256 is different from the cross tie 25 on the pylon described below. The cross tie 256 transmits upward vertical force to the track cable to maintain the track cable in the intermediate position between the pylons. The cross tie 25 transmits upward vertical force to the track cable to maintain from the lower saddle 200. In FIG. 7X, the cross tie 256 comprises a plate with a grooved block 257a flat to function as a bearing for the track cable 14. The rail is provided in the form of a second groove block r used to secure the carrier cable to the cross tie 256. Three rows of bolts are used to secure the groove block r to the flat plate 257 as shown in FIG. 7W. An intermediate track cable support 257a 'is provided between the cross ties 256 and connected to the grooved block 257a to form a continuous support for the track cable 14. As shown in FIG. 7I, the block r with grooves is butterfly because the symmetrical grooves are cut at each end. The intermediate rail sections are connected to form a continuous rail having tongue end portions to engage the grooved ends of the block r and to hold the transport wheel along the length of the lower saddle,

Lower saddle 200 is transverse, consisting of a homogenizing beam 260 supported through cross tie 256 and transverse support studs 282 supported by transverse connecting frame 204 as shown in FIGS. 7H and 7V. It includes a load carrier. Therefore, the homogenizing beam 260 extends transversely across the cross tie 256 of the lower saddle to transmit the lateral load to the transverse support stud 282. The homogenizing beam also serves to stabilize the suspension rod 246 against loads acting in the transverse direction. In order for the vertical load carrier to work effectively as a homogenizing system, the homogenizing beam must be bent vertically and laterally rigid to transmit the transverse load.

In order to meet this seemingly contradictory requirement, the homogenizing beam 260 includes overlapping plates 264, 266, 268, 270 of different lengths and thicknesses, as shown in FIGS. 7V and 7W. Thus plate 264 is shorter than plate 266 and plate 266 is shorter than plate 268. As shown in FIG. 7W, the width of the plate is maximum at the center of the longitudinal axis and decreases towards each end along the length of the plate. The variable width and thickness of the superimposed plates reduces the moment of inertia of the balance beam at the ends where the bending load strength is required minimum.

The transverse and vertical loads are applied to the cross ties 256 by four bolts 259a which connect the cross ties to the transverse and longitudinal load carriers operating independently of each other. Therefore, as described above, the cross tie 256 is connected to the suspension rod 246 and the homogenizing beam 260 using bolts 259a. As shown in Figures 7r and 7t, the bolt is secured to the screw hole 259b at the cross tie to better transmit the transverse load than to secure it with the nut.

The plate of the homogenizing beam 260 is bolted to the plate with the center of gravity cross tie 256 and the suspension rod 246 using bolts 259a, as shown in the leftmost homogenizing beam 256 of FIG. 7W. Combined near the center. The plates of the homogenizing beam lie outside the center so that they can move freely in the longitudinal direction. Freedom of movement is realized by making bolt holes in plates arranged in line with other cross ties sandwiched in the longitudinal direction by Teflon coatings between the plates that impart maximum vertical flexibility. Bolt sleeve 259b fits into a bolthole that is longer than the plates of the homogenizing beam to prevent it from off centering and securing the plate as shown at the bottom of FIG. 7R. This allows the vertical load transferred from the cross tie 256 to the suspension rod 246 to effectively bypass the homogenizing beam 260.

As shown in FIG. 7N, the transverse load carrier is connected with the transverse connecting frame 204 and extends downward in the form of the transverse support studs 282 to impart the transverse rigidity of the track cable and the load due to environmental conditions. Keep it. The transverse support housing 276 is connected and extends below the transverse support beam 208. Lateral support studs 282 are enclosed in housing 276 and extend downward through the center.

The lower portion of the steel transverse support stud 282 narrows and extends downward through aligned grooves 286 formed through the plates and clamping plates 262 of each homogenizing beam, as shown in FIGS. J and 7k. The outer contact surfaces of the studs are covered with chromium and covered with a plate 282a made of hard steel, ie, cooled steel called heat. The clamping plate 262 has a guide block 284 for engaging the transverse support stud plate 282a to limit the movement of the stud 282 in the groove 286 to linear movement moving along the axis of the homogenizing beam. Guide block 284 is made of hardened steel to maintain high contact pressure in the transverse support stud plate. A number of bolts 286a are placed in aligned bores through homogenizing beam 260, guide block 284, fixing plate 262 assembly around groove 286 and tightened with nuts to secure the assembly. In this way, the transverse motion of the cross ties as well as the track cables 14 supported at each end are controlled.

Thus, the transverse load resulting from deflection (7 ° deflection in each direction) and environmental conditions of the upper saddle is applied to the transverse support stud 282 via the cross tie 256 and the homogenizing beam 260. The lateral load is then transferred through the lateral connecting frame 204 to the base pylon beam 201 or the base pylon supporting the lateral support studs.

As another device for connecting the lower birds to the base pile beam 201 as described above with reference to FIGS. 7Y and 7Z, a support stud 282 may be applied. The support stud is fixed to the lower attachment plate 281. The lower attachment plate has a hole aligned with the hole in the hanger plate 211, and is fastened to the hanger plate and the pylon beam 201 by fastening a bolt through the hole. As the connecting device of the lower saddle described initially, the housing 276 is used to laterally support to hold the stud 282.

6 and 7b, the upper saddle 30, which can rotate on the pin 60 and includes an upright 32, is subjected to a load acting on the suspension cable 16 to incline to 7 ° in each direction. It consists of a bending leg deflected in the completely vertical direction. When engaged with the coupling 40 and engaged with the pin 44, the cable connector 42 can rotate relative to the coupling 40. The relative rotation of the cable connector 42 and the coupling 40 permits deflection of the leg that is made and flexed in response to the load applied to the upper saddle 30 received through the suspension cable 16. As described above, the lower saddle 200 is made to control this deflection and through the uniforming beam 260 (1) to minimize in-plane stiffness; (2) It is designed to impart transverse stiffness to maintain the load of the inclined pylon 17 and the load due to environmental influences in the completely vertical orientation. Through the lower saddle described above and the leg bent, the present invention complements the prior art by having an auto-regulating pylon 17 and smoothly moves the vehicle 12 across the system according to the regulation guidelines.

The present invention further describes two embodiments of the upper saddle and the base pylon coupling structure. 7aa illustrates one embodiment. Here, the tubular upright part 33 is supported by the coronal bottom pylon 23 having an opening in the upper end from which the lower end 35 of the upright part extends. This arrangement allows rotation of the upper saddle 31 with respect to the load applied to the suspension cable but limits the rotation by interference of the upright 33 lower end 35 with respect to the interior of the tubular girdles 23. The coupling 41 is similar to the coupling 40 described above.

7ab-7ae show the upper saddle and the basal pylon according to the second embodiment. As shown in FIG. 7ab, the base pylon 29 supports the upper saddle consisting of the bearing assembly 135 and the cable connection 140. The bearing assembly 135 consists of a base plate 136 with a bolted hole to be connected with the base pylon 29 and a platform for connecting to the other components described above. The support member 137 extends vertically from the base plate l36 to be vertically separated between the suspension line cable 16 and the base plate supported above. The roller base 138 is supported on top of the support member 137 to provide a surface that determines the movement pattern of the cable connection device 140 above. In the described embodiment, the determined movement pattern follows a curve close to the natural curve of the suspension cable 16 under a given load. FIG. 7ac shows two crane rails 139 supported at the top of the roller base 138 such that the cable connection device 140 has a movable wheel-ground surface.

The components of the cable connection device 140 are shown in Figs. 7ac-7ae. Each cable connection device is supported on the crane rail 139 by a wheel 141 fixed coaxially to the axle 142. The axle 142 is attached to the additional component used to secure the suspension cable by the axle retainer 143. The axle retainer 143 is bolted to the upper channel member 144. The upper channel member 144 is welded to the plate 146 and the angle 147 to constitute the upper half of the component used to secure the suspension cable. Similarly, lower channel member 145 is welded to plate 146 and angle 147 to form the lower half of the components used to secure the suspension cable. The upper and lower halves are bolted through the plate 146 near the center and through the angle 147 at the end. The teflon lining 148 is fitted around the suspension cable 16 between the upper and lower halves of the part so that when the bolts connecting the two upper and lower halves are tightened, appropriate pressure is applied to the suspension cable to connect the cable to the cable anchoring assembly. will be. However, the flexibility of the Teflon is set so that the pressure applied is so large that it does not break the cable.

The cables, rails and cross ties of the expensive cable system are shown in FIGS. 8A-10C. FIG. 8A is an exploded view of the hanger 27a-b, cross tie 25 and carrier rail 14 according to the present invention replacing the counterpart in Mueller's' 765 shown in FIG. 2A. FIG. 8B is a front view of the hanger 27a and the cross tie 25 and shows the relationship of the vehicle 12 to the hanger / crossey combination.

9A and 9B are other cross-sectional views of the hanger 27a: FIG. 9A is a cross-sectional view taken along the line 9a-9a of FIG. 8B; FIG. 9B is a cross-sectional view taken along line 9b-9b of FIG. 9A. 10A-C show rail 100, cable 14c-d, and cross tie 25. FIG. 10A is a top view, FIG. 10B is a sectional view taken along the line 10b-10b of FIG. 10A, and FIG. 10C is a front view of the rail 100 and the lower guide 102.

In FIG. 8A, two embodiments of a hanger 27 are shown: The hanger consists of a long hanger 27a and a short hanger 27b. As shown in Figs. 2 and 4, two hangers are used depending on the distance of the hanger from the pylon 17 and the pan midpoint 22. In addition to the different lengths, the hangers 27a-b are hangers of the hangers 27a. The member 91 is a lock-coil steel cable, but the members of the hanger 27b are different from each other in that they are rods. In addition. The short hangers 27b can be used in different lengths using the same structure. According to a preferred embodiment two different lengths are used for the short hanger 27b in a single 600m span.

The lengths of the hangers 27a-b are calculated to ensure the clearance between the vehicle 12 and the suspension cable anchor 85 in high winds so as to transmit vertical, pre-tensioned loads to the pylon 17. To pre-tension the track cable 14 as described above, the length of which will be adapted to the particular application. The effective length of the hangers 27a-b is adjusted by tightening and releasing the nuts 70, 72 on the screw end 68 of the hanger member 91 described below to adjust the pretension load. The thread length at the screw end 68 should be long enough to accommodate the desired tension range. In the long hanger 27a, this is 0-300 mm and in the short hanger 27b, the length varies but must be 50 mm or more.

The hangers 27a-b are suspended from the suspension cable 16 by fixing the cables 16a-b to the openings 87a-b of the suspension clamp 85 shown in Fig. 8A. Suspension clamp 85 is rotatably mounted to hanger member 91 at pivot 76. The suspension clamp 85 consists of a first guide member 86 which is bolted to the lower guide member 88 as shown in Figs. 9A-B. The suspension clamp 85 includes a passage 106 through which the screw end 68 of the hanger member 91 extends, and a block 78 coupled with the first guide member 86 at the pivot 76 so that the suspension line The cable 16 and the suspension clamp 85 can rotate the hanger member 9l at 16 ° with respect to the horizontal line as shown in FIG. 9D. The block 78 includes a bore in which the screw end of the hanger member 91 extends. Block 78 is placed in a shoulder formed at threaded end 68 and secured by nuts 70 and 72 and washers 74.

Disadvantages of fixing the cable 16 include cable wear and the "beam effect" in which the cable structurally acts as a beam. Suspension clamp 85 minimizes this drawback by including an open 89 in the grooves 87a-b as shown in FIGS. 9A-B. The open outing may be applied to the equalization lock 300 shown in FIGS. 11A-D and described below.

As shown in FIGS. 8A-B, the hanger members 91 of the long hangers 27a are engaged and move relative to each other in the upper piece 92, the fork member and the lower piece 94, and the joint 96. Includes steel cable; The hanger member 91 of the short hanger 27b is not connected. The articulated joint formed by the joint 96 and the pivot 76 is provided on the hanger 27a so as to reduce the bending moment generated by the power rail 90 and the vehicle 12 and other loads. Gives flexibility. The removal of the joint 96 in the hanger 27b and the inclusion of the pivot 76 hang the hanger 27b from the suspension cable 16, where the moment of bending load is not considered important because of the short length of the hanger member 91. Allow it.

In FIGS. 8A-B, the cross tie 25 is in the pivot 98 of the collar 93 of the hanger member 91 spaced apart from the suspension line cable 16 in the long hanger 27a and the short hanger 27b. It is an asymmetric i-beam mounted to the hanger member 91, the pivot 98 is a cylindrical plain bearing which gives flexibility to reduce the effect of bending loads of the cables 14 and 16. The cross tie 25 is preferably made of cast steel and has an i-shaped cross section as shown in the cross sectional views of FIGS. 8A and 10B. The opening 95 is cast or milled in the cross tie 25 to reduce the weight, thereby reducing the load on the suspension cable 16.

The cables 14a-d of the track cable 14 are shown in dashed lines in FIG. 8A. A track cable guide 102 consisting of a rail 100 and a lower guide member 104, coupled as shown in detail in FIGS. 10A-C, is mounted at opposite ends of the cross tie 25 as shown in FIGS. 8A-B. do. Guide member 104 is bolted to cross tie 25 as best shown in FIGS. 10B and 10C by bolts 1: L4 secured with nut and washer combination 118 and extending through bore 116. It may be fastened or integrally formed. In FIGS. 10A-C, the rails are mounted by fitting the slots 120 and bolts 114 on the rails, sliding rails 100 to the appropriate positions shown in FIG. 10C. When the rail 100 is properly positioned relative to the guide 104, the rail 100 and the guide 104 define the groove 112 shown in FIG. 10C and through the grooves in FIGS. 10A-B and 8A. As shown, the cables 14a-d are hanging.

The rail 100 made of aluminum consists of a module extending over the entire distance between the hangers 27. Although the ends of each segment are held in place by fitting the bolts 114 into the slots 120 as described above, the other ends are smooth rather than hard and fit the cables 14a-d and grooves 112. It is fixed by adjusting it. Allowed movement is therefore preferred because it can bend the thermal expansion of the segment. The thermal expansion joint l27 is formed between the rail segments like the joint between the segments 129 shown in Figs. 8A and 10A-B. The joint 127 is preferably inclined at 45 ° with respect to the longitudinal axis of the rail 100. In the following embodiment the rail 100 comprises a top surface 132 and a side 134 having a smooth guide surface for the vehicle 12. Although not shown in the figure, this embodiment has an insulating layer between the rail 100 and the cables 14a-d to prevent corrosion and reduce noise.

The structure of the rail 100 can also be modified and applied. For example, if it is desired to mill a hole 124 into each segment of the rail 100 and tilt the rail 100 segment to reduce weight, then the head of the bolt 114 must be uniform over the cross tie 25. You don't have to have one height. The rail 100 may also be equipped with a device for heating, particularly for use in cold climates. Other modifications and variations can be made within the scope of the invention.

As is known to those skilled in the art, the vehicle 12 must be powered when the vehicle traverses the system and this must be made for the power rail 90 as shown in FIGS. 8b and 10b. This power rail 90 may be mounted to the cross tie 25 as shown by the dashed lines in FIGS. 8B and 10B. The power rail 90 is fixed by the power rail guide portion 84 fixed to the plate 112 and bolts, and then bolted to the bottom of the cross tie 25. As shown in FIG. 8B, the power rail 90 and the power rail guide 84 are preferably installed at each end of the cross tie 25. As is known in the art, power rails 90 must be electrically insulated with all parts of the system for safety reasons.

The relationship between the hanger 27, cross tie 25 and track cable 14 assembly and the vehicle 12 is well illustrated in FIG. 8B. The carrier wheel 126 mounted on each side of the vehicle above the roof 128 rotates in a vertical plane and moves on the top surface 132 of the rail 100, supporting the weight of the vehicle 12. The guide wheel 130 rotates on the horizon, contacts the side 134 of the rail 100, and maintains the transverse position of the vehicle 12 opposite the carrier rail.

In FIGS. 11A-D, a load equalization assembly 300, known as the equalization lock, is provided for connecting the suspension cable 16 to the track cable 14 between the pylons to equalize the tension between the suspension line and the track cable. do. The load equalization assembly 300 prevents relative movement between the suspension cable 16 and the track cable 14 and distributes the load through friction on the cable. As such, the load equalization assembly reduces the maximum deflection of the sliding groove by preventing relative movement between the cables. The load equalization assembly 300 has three sets of parallel channels formed along the length of the top surface to receive the track cable 14 in the four outer channels 302a and the suspension cable 16 in the two center channels 302b. It includes a load equalization plate 302 having a. Thus, the channel is shaped to approximate ½ of each gable circumference, except that the channel ends are outwardly open, as shown in FIGS. 11C and 11D.

The clamping plate 304 has three sets of parallel channels formed along the length of the bottom surface for receiving the track gable 14 in the outer channel 304a and the suspension cable 16 in the center channel 304b. Like the channel of the load equalization plate, the channel of the clamping plate is shaped so as to approximate ½ of each cable circumference except that the channel ends are spread outward.

As shown in FIGS. 11C and 11D, the surfaces of the load equalization plate 302 and the clamping plate are complementary so that the plates are frictionally fixed around the cable to frictionally secure the cables in each channel to make the tension uniform in the suspension cable and the track cable. Are assembled. Channel ends spread out in the assembled plate form a frusto-conical cavity at each end of the assembly in each cable instance to reduce the bending load stress the plate ends have and limit engagement to reduce wear on the cable. do. The open end is defined by the small diameter portion 307 and the large diameter portion 309 at the opening of the channel through the assembly as shown in FIG. 11D.

Plates 302 and 304 are assembled by fitting a plurality of bolts 306 through a plurality of complementary bores 308 formed in the plate along the channel side. The bolt 306 is a high-strength bolt that ensures proper fastening force and is driven into the hole so that its head is flush with the upper surface of the clamping plate 304. Bolts 306 are held by respective nuts 310. Flush mounting of the bolt eliminates the possibility of the wheel colliding with one of them.

The clamping plate 304 has an upper surface which rises at the center above the two center channels 304b to provide a maximum cross sectional area at the maximum stressing portion. The upper surface of the plate 304 is suitable for engaging the wheel of the cable car.

The load equalization assembly abuts the rail side to ensure continuous running of the track. Therefore, the rail side must match the shape of the equalization lock 300. A 45 ° expansion gap in the rail cannot be used to connect the load equalization assembly and the rail.

The present invention shows two other embodiments of the load equalization assembly of the member receiving cable assembly by distributing and connecting loads between the suspension cable and the track cable. The load equalization assembly according to the first embodiment and the equalization lock are It is shown in Figure 11e. Several wheel support rails 350 and 354 have been omitted from the drawings to clearly show the components under the rail. The member receiving cable assembly consists of a frame 333 having a connection. The cable connector is made of zinc socket as shown in the drawing, or another cable connector known to those skilled in the art is applied. The frame 333 consists of a base frame 336 which is a longitudinal plate with a U-shaped end 338. U-shaped end 338 according to the present embodiment is composed of legs 340 and 342 having different lengths. Since legs 340 and 342 have different lengths, clearance is formed between the connections to generate a small moment at the base of the "u" end to the set tensile strength applied to the cable. That is, if the legs are not made of different lengths, the connections will be arranged side by side. Legs 340 and 342 should be spaced apart so that side-by-side connections do not interfere with each other. Since the legs are spaced apart, a greater moment will be generated adjacent to each of the joints leading to the rest of the frame. This problem can be avoided if the legs are of different lengths.

A number of connecting plates 344 extend at an acute angle from the vertical plane of the base frame 336 and extend to the longitudinal axis of the base frame and provide a connection point for the track cable 14. On both sides of the gird frame 336, the cross member 346 extends from the face of the base frame 336 to support the spacer plate 348 and the wheel base rail 350. The bracing bar 352 extends perpendicular to the cross member 346 to be laterally supported relative to the cross member.

The wheel support rail 350 may include a spacer plate 348 between the rail and the cross member to span between the cross members 346 and to further elevate the rails. The wheel support rail 350 generally does not have a track cable moving below it. However, near the transition point where the track cable must pass down and pass through the support rail, the wheel support rails must be changed to prevent indirect contact with the track cable. Therefore, the transition wheel support rail 354 has a channel cut at the side and bottom surfaces so that the cable of the track cable 14 can pass through the side of the wheel support rail.

Another load equalization assembly in the second embodiment is shown in FIG. 11F-L. As shown in FIGS. 11F and 11G, the member receiving cable assembly consists of a body 367, a suspension cable clamp 370, and a pair of track cable clamps 368.

In a preferred embodiment, the assembly body 367 has a pair of parallel tubular beams extending along the length of the load equalization assembly that retains the plurality of transverse extensions supporting the suspension cable clamp 370 and the track cable clamp 368. (372).

The transverse extension consists of a tubular column 374, a transverse bracing plate 376, a span plate 378a-b and a wing plate 380, as shown in FIGS. 11G-11I. Multiple tubular columns 374 extend vertically from the tubular beam 372 to hold span plates 378a-b. The transverse bracing plate 376 is provided between the continuous tubular pillars 374 to support the pillars. Span plates 378a-b are connected between laterally adjacent tubular columns 374 to hold suspension cable clamp 370. Span plate 378a lies on top of tubular column 374. The span plate 378b is not placed on top and is attached to the side that is laterally adjacent to the tubular column 374. Span plate 378a is attached to tubular column 374 at each end of the load equalization assembly. The paired span plate 378b is fixed to a surface laterally adjacent to the tubular column 374. The paired span plate 378a is laterally adjacent to the tubular column which is not connected by the span plate 378b and attached to the face. Suspension cable clamp 370 slides in suspension clamp groove 379 between suspension cable recoil plate 382. Suspension cable recoil plate 382 is secured between another paired neighboring span plate 378a. Therefore, each suspension cable clamp 370 slides in groove 379 between all other pairs of span plates 378a. Suspension cable spring 384 is disposed between recoil plate 382 and suspension cable clamp 370 to transfer load between recoil plate 382 and suspension cable clamp.

As shown in FIGS. 11J and 11K, the suspension cable recoil plate 382 consists of an inverted T-shaped body 385 and an insertable inverted T-shaped wedge 386, each bolted through two wings. Inverted T-shaped wedge 386 allows for easy assembly of the load equalization assembly. After all of the suspension cable clamps 370 are in place around the suspension cable 16 and in the assembly body 367, the inverted T-shaped wedge 386 is fitted into the inverted T-shaped body and bolted into place. The function of the wedge is to energize the suspension cable spring 384. Those skilled in the art will understand that the suspension cable clamp 370 cannot be assembled and adjusted around the cable 16 if the spring is compressed to a viable load during assembly. Therefore, by fitting the wedge 386 between the suspension cable springs 384, the suspension cable clamp 370 is put in place of the assembly body 367, and the load equalization assembly can be successfully assembled.

With respect to the assembly body 367, the wing plate 380 is fixed to the tubular beam 372 on both sides of the load equalization assembly to support the track cable clamp 368. The track cable clamp 368 slides in the track cable clamp groove 381 between the track cable recoil plate 388. Track cable recoil plate 388 is secured between the other pair of wing plates 380, as shown in FIG. 11H. Thus, each track cable clamp 368 slides in groove 381 between all other pairs of wing plates 380. The track cable spring 390 is disposed between the recoil plate 388 and the track cable clamp 368 to transfer the load between the track cable clamp 368 and the recoil plate 388.

As shown in FIGS. 11J and 11K, the track cable recoil plate 388 consists of a T-shaped body 391 and a T-shaped wedge 392 that can be inserted, each of which is bolted together through two wings. In the same way as the inverted T-shaped wedge 386 of the suspension clamp described above, the T-shaped wedge 392 of the track cable clamp is used to facilitate the assembly of the load equalization assembly.

As shown in FIGS. 11G and 1li, each suspension cable clamp 370 is constituted by a clamp sliding body 394 and a suspension line fixing plate 396. The clamp sliding body 394 and the fixing plate 396 include a complementary-channel in which the cables of the suspension cable system 16 are fixed together with the fastening body 394 and the plate 396. 11I shows a cross section of a suspension line recoil plate 382 as formed from an inverted T-shaped wedge 386 fitted into an inverted T-shaped body 385. Also shown is an energy supply suspension line spring 384 between the suspension line cable clamp 370 and the wedge 386.

As shown in Figs. 11G and 11H, the track cable clamp 386 is formed of a clamp sliding body 398 and a fixed plate 399. The clamp sliding body 398 and the track cable plate 399 have complementary channels in which the cables of the track cable 14 are fixed by the fastening body 398 and the plate 399. Similar to FIG. 11I above, FIG. 11H shows the track recoil plate 388 and the track spring 390.

Using a large cable anchoring device, such as a load equalization assembly according to an embodiment of the present invention, if the cable is not slipped adjacent to the load application and the end of the most recent clamp, the clamping pressure is fully utilized adjacent to the distal end of the clamp. A problem that cannot be caused occurs. That is, if the clamping pressure of the clamp end closest to the portion to which the load is applied is high enough to hold the cable without slipping, the clamping pressure is not used at the clamp end farthest from the portion to which the load is applied. In a preferred embodiment of the present application, the above mentioned problem is overcome by using a plurality of clamps to discontinuously fix the cable, but to be biased against the fixed body, in particular the assembly body 367 and each other. The controlled relative motion execution device between the clamps places a spring between the clamp and the transverse extension of the assembly. By using springs with different modulus of elasticity, different magnitudes of resistance can be created between the selected clamps. By placing a spring having a low modulus of elasticity closest to the end of the cable under load, the clamp will deflect more under a given load. At the most proximal end the clamp may be more deflected, so that a greater load will be applied to the other clamp. By this mechanism the fixed pressure required by each clamp will be uniform.

The above arrangement may be applied to the suspension cable spring 384 and the suspension cable clamp 370, and may also be applied to the suspension cable spring 390 and the track cable clamp 368. The elastic modulus and number of the various springs are needed to identify the set loads.

The basic problem with clamping cables is that there is a tendency for large stresses to occur at the point where the cable exits the clamp. In addition, the stress is increased if the cable receives a lateral load that extends the cable at the discharge point from the heel load phenomenon that may occur due to the lateral load. In a preferred embodiment of the present invention, as shown in FIGS. 11F and 11L, extension member guide device 400 is added to the load equalization assembly to solve the above-mentioned problems.

The extension member guide device 400 is bolted to the assembly body 367 at the inlet and outlet ends of the suspension line cable 16. The extension member guide device 400 is a suspension cable with a suspension cable clamp 370 to reduce wear on the suspension cable 16 due to the bending load and tension of the suspension cable 16 at the point of entry into the suspension cable clamp 370. Guide (16).

In a preferred embodiment, the extension member guide device 400 consists of an upper guide 402 and a lower guide 404, with the combined side of the guide fitted around the suspension cable 16. The upper guide 402 and the lower guide 404 are formed as supplemental holes and fixed together with a plurality of bolts.

The aperture provided for the suspension cable 16 through the extension member guide device 400 is larger than the cable of the suspension cable system 16. This large hole allows limited clamping of the suspension cable 16 without creating undesirable stresses at the outer ends of the clamps. The extension member guide device 400 guides the suspension cable system 16 to the suspension cable assembly clamp 370. Therefore, very large stresses are not generated by the bending load and tension of the cable. In the extension member guide device 400 according to a preferred embodiment, a lining 406 is fitted between the wife device 400 and the cable system 16 to provide limited fixed friction without causing wear.

It is apparent that modifications and variations can be made within the features and scope of the present invention. Those skilled in the art can make modifications and variations to the preferred embodiments described above, and such modifications are included herein. In a preferred embodiment, all cables are used with lock-coil steel cables because of their low sensitivity to bearing pressure and high elastic modulus, density and corrosion resistance. However, other types of cables may be used as appropriate. The foregoing embodiments are merely examples and do not limit the scope of the present invention.

Claims (61)

An elevated cable system for providing a track on which a vehicle moves, a suspension cable system, a pair of track cable systems suspended from the suspended cable system to support wheels of a vehicle moving the elevated cable system, the suspended cable A plurality of hangers for suspending the track cable system from the system, a plurality of pylons for supporting the suspension cable system and the paired track cable system, wherein at least one of the pylons is a base pylon, paired Lower ones supported by the base pylon are configured to support the track cable system, the load being applied by a vehicle passing through the track cable system and across a portion of the track cable system. Awards to pass on A link means pivotally mounted to an underlying base pylon is included in the lower saddle to support the suspension cable system and provide bending of the suspension cable system in response to a load applied to the expensive cable system. The upper birds are supported by the base pylon, and the upper birds are attached to the bearing assembly, to secure the cable of the suspension cable system to the bearing assembly so as to yieldably support the suspension cable system with respect to the bearing assembly. Expensive cable system, characterized in that consisting of the assembly. 2. The transverse pylon beam of claim 1, further comprising: a lateral pylon beam mounted to a base pylon; a vertical load transfer means pivotally connected to said lateral pylon beam to transfer vertical components of said load to said lateral pylon beam; A plurality of cross ties moved by a transfer means, wherein the means partially supported by the cross ties are configured on the lower saddles of the pylon to transfer the transverse components of the load to the lateral pylon beams. Cable system. 2. The hanger of claim 1, wherein the one hanger comprises a hanger member having a joint connecting the upper and lower pieces for relative movement therebetween, wherein the one or more hangers are defined by a first end of the hanger member. Hanging from the suspension cable; A hanger cross tie spaced from the suspension cable to support the track cable system and rotatably mounted to the hanger member at a second end; An expensive cable system comprising a track cable system guide device attached to a hanger cross tie. 2. The system of claim 1, comprising a load equalization assembly for joining the track cable system and the suspension cable system paired at different portions between the support pylons in the elevated cable to equalize the tension between the track cable system and the suspension cable. A cable system that frictionally connects the cables of the track cable system and the suspension cable around each area, and surrounds the member to transmit the loads applied by the track cable system and the suspension cable system among the cables of the track cable and the suspension cable system. Expensive cable system, characterized in that configured. In a lower saddle for use in an expensive cable system to support a pair of track cables, the lower saddle carries a load applied by a vehicle traversing a track cable system applied to the pylon across a portion of the track cable, The lower saddle comprises a transverse pylon mounted to the base pylon; A device rotatably connected with the transverse pylon beam to transfer the vertical component of the load to the transverse pylon beam; A plurality of cross ties supported by the vertical load transfer device; A lower saddle comprising a device which is partially supported by the cross tie to transmit the transverse component of the load in the transverse pylon beam. 6. The lower saddle of claim 5 wherein the vertical load transfer device is a load damping device that operates independently of the transverse load transfer device. 7. The device of claim 6, wherein the vertical load transfer device comprises a main beam rotatably mounted with a transverse pylon beam at the center of the longitudinal axis to rotate in the first vertical plane; A pair of secondary beams mounted to be rotatable at the center of the longitudinal axis and the main beam at each end of the main beam to rotate in the first vertical plane; Four tertiary beams mounted to be rotatable about one of each secondary beam and about a longitudinal axis center at each end of one secondary beam to rotate in a first vertical plane; Eight suspension bars mounted to rotate at one end and one of the tertiary beams at each end of the tertiary beam to rotate in a first vertical plane, the other end of the suspension bar being a first vertical plane. And a cross tie rotatably connected to the cross tie at the center of the longitudinal axis of the cross tie for rotating the cross tie, wherein the cross tie supports the track cable. 6. The transverse load transfer device according to claim 5, wherein the transverse load transfer device comprises a homogenizing beam supported transversely across the cross tie; A lower saddle comprising a transverse support stud supported by a transverse pylon beam to engage the homogenizing beam. 10. The lower saddle of claim 8, wherein the homogenizing beam comprises plates having different lengths and overlapping. 9. The lower saddle of claim 8, wherein the width of the homogenizing beam varies along its length. In a lower saddle for use in an expensive cable system to support a pair of track cables, the lower saddle carries a load applied by means of transport across a track cable system applied across a portion of the track cable to the pylon, and The lower saddle comprises a transverse pylon beam mounted to the base pylon; A transverse connecting example extending downward to transmit load to the pylon and coupled adjacent the end of the transverse pylon beam; A device rotatably connected with the transverse connecting frame to transmit a vertical component of the load to the transverse connecting frame; A plurality of cross ties supported by the vertical load transfer device; A lower saddle comprising a device partially supported by the cross ties to transmit the transverse component of the load to the transverse connecting frame. 12. The transverse load transfer device of claim 11, wherein the transverse load transfer device comprises a homogenizing beam supported transversely across the cross tie; And a transverse known stud supported by a transverse connecting frame to engage the homogenizing beam. 12. The device of claim 11, wherein the vertical load transfer device has a transverse connecting frame and a main beam mounted to be rotatable at the center of the longitudinal axis to rotate in the first vertical plane; Having a pair of secondary beams mounted to be rotatable at the center of the main beam and the longitudinal axis at each end of the main beam to rotate in the first vertical plane; One secondary beam increment at each end of one secondary beam to rotate in a first vertical plane and four tertiary beams mounted to be rotatable about a longitudinal axis respectively; Eight suspension bars mounted to rotate at one end and one of the tertiary beams at each end of the tertiary beam to rotate in a first vertical plane, the other end of the suspension bar being a first vertical plane. And a cross tie rotatably connected to the cross tie at the center of the longitudinal axis of the cross tie for rotation of the cross tie, wherein the cross tie supports the track cable. A lower saddle for deflecting the track cable against a load applied by a vehicle traversing the track cable, the lower saddle for supporting a pair of track cables in an expensive cable system, comprising a transverse pylon beam mounted to a base pylon; ; Having a transverse connecting frame and a main beam rotatably mounted at the center of the longitudinal axis to rotate in the first vertical plane; Having a pair of secondary beams mounted to be rotatable at the center of the main beam and the longitudinal axis at each end of the main beam to rotate in the first vertical plane; One of each secondary beam and four tertiary beams each rotatably mounted about a longitudinal axis, at each end of one secondary beam to rotate in a first vertical plane; Eight suspension bars mounted to rotate at one end and one of the tertiary beams at each end of the tertiary beam to rotate in a first vertical plane, the other end of the suspension bar being a first vertical plane. Is rotatably connected to the cross tie at the center of the longitudinal axis of the cross tie for rotating the cross tie, the suspension cross tie supporting the track cable; Uniformizing beams of different widths along the length comprise overlapping plates of different lengths spanning the cross ties to equalize the load applied by the means of transport across the track cable; Lower saddle consisting of a transverse support stud supported by a transverse connecting frame to engage the homogenizing beam. A system for transferring vertical loads applied to a pair of track cables in a pylon-heavy cable system, having a main beam mounted rotatably in the center of the longitudinal axis and the transverse connecting frame for rotation in a first vertical plane. ; Having a pair of secondary beams mounted to be rotatable at the center of the main beam and the longitudinal axis at each end of the main beam to rotate in the first vertical plane; Four tertiary beams mounted to be rotatable about one of each secondary beam and about a longitudinal axis center at each end of one secondary beam to rotate in a first vertical plane; Each of the eight sets of suspension rods is rotatably mounted at one end and one of the tertiary beams at each end of the tertiary beam to rotate in the first vertical plane, and the other end of the suspension rod is perpendicular to the first vertical plane. And a cross tie rotatably connected with the cross tie at the center of the longitudinal axis of the cross tie for rotation of the cross tie in a second vertical plane, wherein the cross tie vertically supports the track cable. 16. The system of claim 15, comprising a system for transmitting a transverse load applied to the track cable, wherein the transverse load transfer device is transversely supported across the cross tie to support the track cable in the transverse direction. A homogenizing beam; And a transverse support stud connected to said pylon to engage a homogenizing beam. 16. The system of claim 15, comprising one third beam and four shock absorbers each rotatably mounted at each end of one tertiary beam adjacent to the mounted end of one of the eight sets of suspension bars. And the other end of each shock absorber is rotatably connected to the cross tie adjacent to the other end of the suspension rod coupled to the other end of the tertiary beam to which one end of the shock absorber is connected. A vertical load transfer device, characterized in that the shock absorber can mitigate the vertical load shock applied to the track cable by reducing the rate at which the vehicle beams rotate relative to each other. 16. The apparatus of claim 15, comprising four bracing rods adjacent to the lower end of the first suspension rod, the four bracing rods respectively connected to the cross tie and rotatably at one end, wherein the other end of each bracing rod includes: Vertical load transfer device characterized in that it is rotatably connected to the cross tie at its lower end adjacent to a second suspension rod connected to the opposite end of the hanging tertiary beam. Bending of the suspension cable system in response to a load applied by a vehicle supported by a base pylon and passing through a pair of track cable systems supported by the suspension cable system in the elevated cable system; An upper saddle for providing an action, comprising: a bearing assembly, a cable attachment assembly that secures a cable of a suspension cable system to the bearing assembly so as to yieldably support the suspension cable system with respect to the bearing assembly. Upper birds. 20. The upper saddle of claim 19, wherein the bearing assembly consists of an assembly for rotatably mounting the upright to the base pylon. 21. The apparatus of claim 20, wherein the cable attachment assembly comprises an upright portion rotatably mounted to the bearing assembly; Upper saddle, characterized in that it consists of a coupling that is mounted and covered upright to support the suspension cable. 22. The upper saddle of claim 21, comprising a device for supporting a dynamic load generated at the uprights when deflecting the track cable against a load applied by a moving vehicle. 22. The assembly of claim 21, wherein the assembly for rotatably mounting the upright includes a device for withstanding the dynamic load generated at the upright when the track cable is biased against the load applied by the moving means. Upper saddle. 22. The system of claim 21, wherein the coupling comprises: a coupling base; At least two support members extending perpendicular to the coupling base and fixed to the coupling base, the members being spaced apart from each other; A cable connector fitted at a second end to receive the cable and at one end connected to the support member; An upper saddle, characterized in that it consists of a device for engaging the cable connector with the support member such that the cable connector can rotate relative to the coupling. The top saddle according to claim 21, wherein the upper saddle is supported by a tubular base pylon having an opening in the upper end from which the lower end of the upright extends, and the mounting assembly is a base pylon against the load applied by the vehicle moving along the track cable. Upper saddle, characterized in that allowing rotation of the uprights about the point of rotation within. 20. The bearing assembly of claim 19, wherein the bearing assembly comprises a base plate for connecting with an upper portion of the base pylon, the base plate having a platform for supporting additional components of the bearing assembly; A support member extending vertically from the base plate to vertically separate between the base plate and the supported suspension cable; A roller base maintained at the top of the vertical support member to have a base surface, the top of which determines a movement pattern of the cable attachment assembly that secures the suspension cable; And the at least one wheel support member supported at the top of the roller base to have a moving surface. 27. The upper saddle of claim 26, wherein the cable attachment assembly is comprised of a plurality of cable anchoring wheels capable of deflecting the suspension cable relative to one or more wheel-bearing members and for securing with the suspension cable. 28. The upper saddle of claim 27, wherein the vertically extending support member comprises an arcuate top surface for supporting the arcuate roller base. 29. The upper saddle of claim 28, wherein the roller base is a plate that is bent to a curvature that matches the curvature of the support member to fit snugly with the top of the support member. 30. The upper saddle of claim 29, wherein the at least one wheel-supporting member is a crane rail that is bent around a major axis with a curvature that matches the curvature of the arcuate roller base to fit over the arcuate roller base. 28. The apparatus of claim 27, comprising one or more wheels; An axle fixed to one or more wheels; A cable clamping member disposed adjacent the axle; At least one axle retainer gripping the axle to attach the axle to be rotatable with the cable clamping member and attached to the cable clamping member; Consisting of one or more teflon linings mounted around the suspension cable system and the cable clamping member that impart proper friction between the suspension cable and the teflon lining to connect the suspension cable system and the cable clamping member without destroying the suspension cable system. An upper saddle comprising a respective cable clamping wheel assembly capable of deflecting the suspension cable relative to one or more wheel-bearing surfaces, 32. The upper saddle of claim 31 wherein each cable clamping member is constructed from channels, angles, and plates. 20. The upper saddle of claim 19, wherein a lower saddle for reducing the load applied to the suspension cable by means of a vehicle traversing the suspension cable is connected to the base pylon. In order to equalize the tension between the suspension cable system and the track cable system, a load equalization assembly is used to connect the suspension cable system to the pair of track cable systems at the locations between the pylons in the expensive cable system. And a cable cover member system for frictionally connecting the cables of the track cable system at the circumferential portions of the cable and the cable, and for distributing the load exerted by the suspension cable system and the track cable system between the cable and the cable. The load homogenizing assembly, characterized in that the configuration. 35. The member receiving cable system of claim 34, wherein the member receiving cable system comprises a load equalization plate having three rows of parallel channels formed along the length of the surface to receive the track cable in the outer channel and the suspension cable in the central channel, the end of the channel being Have a shape close to ½ of each cable circumference except that it is spread outward; A clapping plate having at least three rows of parallel channels configured along the length of the first surface to receive the track cable system in the outer channel and the suspension cable in the center channel, except that the ends of the channels are spread outwards; The channel has a shape that approximates the other half of each cable circumference, and the clamping plate with the channel has a second surface opposite to a first surface suitable for engaging the wheel of the cable car, the second surface being fixed Raised relative to the central channel to accommodate stresses exerted by the cable assembly; The surfaces of the channels of the clamping plate and the load equalization plate are complementary so that the plates are bolted through each bore to frictionally hold the suspension line and track cable system within each channel to equalize the load in the suspension and track cable systems. The open end of the channel in the assembled plate is suitable for fastening, characterized in that it forms a crust-conical beating at each end of the assembly around each suspension line and track cable to reduce wear on the cable by the end of the plate. Load equalization assembly. 36. The load equalizing assembly of claim 35 wherein the member receiving cable system includes a plurality of bolts fastened through the plurality of complementary bores in the load equalizing plate and the clamping plate to secure the plates together. 36. The system of claim 35, wherein when the plates are assembled, six rows of parallel channels formed along the length of each surface to frictionally fix the four track cables in the four outer channels and the two suspension lines in the two central channels, A load equalizing assembly, characterized in that each clamping plate has. 38. The load equalization assembly of claim 37, wherein the surface of the clamping plate opposite the channeled surface is raised opposite the center two channels to control the stress exerted by the fixed cable assembly. 35. The device of claim 34, wherein the member receiving cable assembly comprises a plurality of zinc sockets for connecting the cable with the pin connector; Cables connected parallel to the longitudinal axis of the frame to distribute the load to a pair of track and suspension cable systems, and cable connectors for accommodating the pin connectors of the zinc sogets from angles perpendicular to the longitudinal axis of the frame. A load equalization assembly comprising a frame having: 35. The member receiving cable assembly of claim 34, wherein the member receiving cable assembly extends from a cable connected in parallel with the longitudinal axis of the frame to distribute the load to the pair of track cable and the suspension cable system, and an angle perpendicular to the longitudinal axis of the frame. And a frame having a cable connector for the cable. 41. The apparatus of claim 40, wherein the frame comprises a base frame comprising a rectangular plate having a U-shaped end for connecting the suspension cable to each end; A plurality of inclined connection plates attached to a vertical plane of the rectangular plate of the base frame at an acute angle with the longitudinal axis of the base frame for connecting the track cables; And a plurality of transverse members extending from the rectangular plate of the base frame on opposite sides of the rectangular plate to support the wheel support rails at the outer ends of the transverse members. 42. The load equalization assembly of claim 41 wherein the frame consists of a plurality of fixed bars extending between the transverse members and vertically from the transverse members to support the transverse members in the transverse direction. 42. The load according to claim 41, wherein the U-shaped end of the base frame comprises legs from which cable connectors are constructed, the legs having different lengths so as to have a gap between each cable and leg connection of the suspension cable. Homogenization assembly. 42. The load equalization assembly of claim 41, wherein each leg of the U-shaped end of the base frame has a hole for receiving a pin of a connector leading to a cable of a suspension cable system. 44. The load equalization assembly of claim 43, wherein each leg of the U-shaped end of the base frame has a hole for receiving a pin of a connector connected to the cable of the suspension cable system. 42. The load equalization assembly of claim 41, wherein each inclined connecting plate has a hole for receiving a connector pin connected to a cable of the track cable. 42. The load equalizing assembly of claim 41 wherein each transverse member supports a spacer plate at an end between the wheel support rail and the transverse member to raise the wheel support rail. 42. The load equalization assembly of claim 41, wherein the wheel support rail is connected to an upper end of the frame for supporting the wheel of the vehicle moving the expensive cable system. 49. The load equalization assembly of claim 48, wherein the wheel support rail has a cut channel at the bottom to allow the cable of the track cable system to pass through the wheel support rail side. 35. The system of claim 34, wherein said member receiving cable system has an assembly body; A suspension cable system clamp attached flexibly to the assembly body to attenuate the load distributed between the assembly body and the suspension cable clamp and grasping the suspension cable system; An upper surface of the pair of track cable systems, including a pair of track cable system clamps that are flexibly attached to the assembly body and grasp a suspension cable system to dampen the load distributed between the assembly body and the track cable clamps. And is adapted to be engaged by the wheel of the vehicle traversing the elevated cable system. 51. The assembly of claim 50, wherein the assembly body comprises a longitudinal frame; A plurality of transverse extensions each attached to the longitudinal frame to support track cable clamps adjacent to both ends of the transverse extension and a suspension cable clamp near the center; A plurality of springs disposed between the track cable system clamp and the transverse extension for flexibly connecting; A load equalization assembly comprising a plurality of springs disposed between a suspension cable system clamp and a transverse extension for flexibly connecting. 53. The load equalization assembly of claim 51 wherein the longitudinal frame consists of a pair of parallel beams extending along the length of the load equalization assembly to support the transverse extension. 53. The apparatus of claim 52, wherein the transverse extensions comprise pillars extending vertically from the longitudinal frame; A transverse bracing plate attached between the continuous pillars to laterally support the pillars; A span plate attached near the top of the column to slidably support the suspension cable system clamp; Having a suspension cable recoil plate fixed between another adjacent pair of span plates to provide a support surface for a spring located between the recoil plate and the adjacent suspension cable system clamp; Having a wing plate attached to the longitudinal beam for slidingly supporting the track cable clamp on each side of the longitudinal frame; And a track cable recoil plate fixed between another pair of adjacent wing plates to have a support surface for a spring disposed between each recoil plate and a neighboring track cable system clamp. 51. The system of claim 50, wherein the suspension cable system clamp comprises a clamp sliding body positioned between the sections of the assembly body having a channel to receive the suspension cable system; And a clamping plate having a channel complementary to the parallel channels of the suspension clamp sliding body to secure the suspension cable system by fastening the bolt to the suspension clamp sliding body. 51. The system of claim 50, wherein each pair of track cable system clamps comprise a clamp sliding body positioned between sections of an assembly having two or more rows of parallel channels to receive the track cable system; And a clamping plate having at least two parallel channels complementary to the parallel channels of the track cable clamp sliding body to secure the track cable system by fastening bolts to the track cable clamp sliding body. 53. The load equalization assembly of claim 51 wherein the elastic modulus of the spring located between the track cable clamp and the transverse extension is varied to distribute the load applied to the track cable more uniformly with each track cable system clamp. 53. The load equalization assembly of claim 51, wherein the elastic modulus of the spring located between the suspension cable system and the transverse extension is varied to distribute the load applied to the suspension cable with each suspension cable system clamp more uniformly. 55. The apparatus of claim 53, wherein the suspension cable recoil plate comprises a T-shaped body having a hole in a face for accommodating the spring and having a cavity passing through a central leg for accommodating the T-shaped wedge; A load equalizing assembly comprising a T-shaped wedge having a double leading edge inclined to supply energy by squeezing a spring located between the suspension cable system clamp and the suspension cable recoil plate inserted into the T-shaped body. 55. The track cable recoil plate as defined in claim 53, wherein the track cable recoil plate comprises a T-shaped body having a hole in a face for accommodating the spring and having a cavity through the central leg for receiving the T-shaped wedge; A load equalizing assembly comprising a T-shaped wedge having a double leading edge inclined to squeeze and energize a spring positioned between the suspension cable system clamp and the suspension cable recoil plate. 51. The assembly body of claim 50, wherein the assembly body includes an extension member guide that slides the suspension cable system with the suspension cable system clamp to minimize wear at the suspension cable system due to the bending load of the suspension cable system at the suspension cable system clamp and the connection. A load equalization assembly comprising: 61. The apparatus of claim 60, wherein the elongate member guide includes a pair of opposing members extending outwardly from each longitudinal end of the assembly body to fit snugly around the suspension cable system; And a plurality of linings that fit between the suspending cable system and mating opposing members to frictionally fix while reducing wear.