Final Dynamics Report

Dynamics of a Commercial Elevator
ES 2503 Introduction to Dynamic Systems

Professor M. S. Fofana, PhD, msfofana@wpi.edu
Mechanical Engineering Department
Ryan Coran - Civil Engineering - rlcoran@wpi.edu

Thai Dinh - Mechanical Engineering - tsdinh@wpi.edu
Patrick Fitzgerald - Mechanical Engineering and Physics - pdfitzgerald@wpi.edu
Nour Krayem - Biomedical Engineering - nkrayem@wpi.edu
Worcester Polytechnic Institute
1 Table of Contents:
1 Table of Contents: ................................................................................................................. 1
2 Abstract................................................................................................................................. 3
3 Research and First Steps ...................................................................................................... 4
3.1 Project Objectives and Goals.......................................................................................... 4
3.2 Elevator Components and Overview of Function ............................................................ 4
3.3 Range of Speeds and Accelerations and Other Related Variables ................................. 6
3.4 Engineering and Technological Development of the Elevator ......................................... 8
3.5 Power Systems and Components Important to the Elevators Operation ........................ 9
4 The Elevator System ............................................................................................................12
4.1 Components of the System............................................................................................12
4.1 Defining Variables ......................................................................................................14
4.1.1 Types of Variables ...............................................................................................14
4.1.2 Subscript Meanings .............................................................................................16
4.1.3 Additional Parameters .........................................................................................17
4.1.4 Numerical Assignments .......................................................................................19
4.1.4.1 Fixed Values .................................................................................................20
4.1.4.2 Variable Values and Their Ranges ................................................................20
4.2 Defining the Kinematics: ................................................................................................21
4.2.1 Cables Constraint ...................................................................................................21
4.2.2 Defining the Path of Motion .....................................................................................22
4.2.2.1 Long Elevator Trips...........................................................................................23
4.2.2.2 Short Elevator Trips ..........................................................................................25
4.2.2.3 Trip Displacement Cutoff Distance ....................................................................27
4.2.2.4 A Note ..............................................................................................................27
4.3 Determining the Equations Relating Forces ...................................................................27
4.3.1 Free Body Diagrams ...............................................................................................28
4.3.1.1 Subsystem 1: Passenger Car ...........................................................................29
4.3.1.2 Subsystem 2: Wire 1.........................................................................................30
4.3.1.3 Subsystem 8: Counterweight ............................................................................31
4.3.1.4 Subsystem 7: Wire 3.........................................................................................32
4.3.1.5 Subsystem 6: Pulley 2 ......................................................................................33
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4.3.1.6 Subsystem 5: Wire 2.........................................................................................34
4.3.1.7 Subsystem 3: Pulley 1 ......................................................................................35
4.3.1.8 Subsystem 4: Motor ..........................................................................................36
4.3.2 Additional Parameters .............................................................................................37
4.3.2.1 System Power Consumption .............................................................................37
4.3.2.2 Change in Force Felt by Passenger ..................................................................37
5 Visualizing the Mathematical Relationships ..........................................................................39
6 Conclusion ...........................................................................................................................52
7 Appendices ..........................................................................................................................54
7.1 Appendix A: Deriving Motion..........................................................................................54
7.1.1 Long Trip Motion .....................................................................................................54
7.1.2 Short Trip Motion.....................................................................................................55
7.1.3 Long-Short Boundary Condition ..............................................................................56
7.2 Appendix B: Force Equations ........................................................................................56
7.2.1 Equations for Pulley 2 .............................................................................................56
7.2.2 Equations for Pulley 1 .............................................................................................57
7.2.3 Equations for Motor .................................................................................................58
8 References...........................................................................................................................59
2 Abstract
In this project, we will examine the kinematics and dynamics of a gearless elevator
powered by a DC motor installed in a tall building. Our objectives are to investigate the
components of a commercial elevator, to understand how the individual components work
together to achieve the overall function of the elevator, to research and calculate the dynamic and
kinematic properties of an elevator (distances, speeds, accelerations, forces, torques, momenta,
etc.), to research the history and development of the elevator. We are motivated by what
engineers have done in the past then we would like to analyze that to improve the functionality
and safety of commercial elevators, and through this examination we hope to gain insight into
those improvements and even think of more improvements ourselves.
The methods that we use to analyze are breaking project prompts up between members to
spread out workload, deciding on a specific type of elevator and motor system to focus on,
breaking down the system into components and study their interactions, determining
/approximating the forces and torques and resultant motion between the different components,
tracing the transfer of energy through the system, interpreting the individual motions of
components to understand the overall function of the elevator. The tools that help us to analyze
are sketches/free body diagrams, kinematic equations, engineering handbook, online engineering
resources.
From this project, we hope to learn how to better analyze a complex physical system
whose function is often taken for granted. We also intend to make use of the theories of
dynamics that we will learn in class to understand a pragmatic example of an elevator. We intend
to channel this newfound experience from this project to make more informed decisions to
improve the elevators safety and function. In a broader sense, we would also like to improve our
physical understanding and awareness of problems we will face in the future.
3 Research and First Steps

3.1 Project Objectives and Goals
The purpose of the project is to examine the components of a commercial elevator, and to
decompose the system in order to analyze the dynamic and kinematic properties. In order to
specifically define the problem, our group researched the history and development of the elevator
and decided to examine a 1:1 gearless traction elevator powered by a DC motor, since it
appeared to be the most commonly used elevator type in tall commercial buildings.[16] With this
specification, we were able to find particular components used in these settings, and we are able
to look up the necessary values related to them, which are needed to complete the mathematical
portion of our project. In the secondary phase of this examination of elevators, we will analyze
each individual component and trace the energy from one component to the next to understand
how each component interacts to achieve the overall function. Using this knowledge of
interaction and the assumed kinematic values and physical constants, we will ascertain the
unknown dynamic and kinematic properties, including forces and torques. We are also going to
analyze the safety components of the elevator to explain and ensure the safety of the elevator we
are analyzing.
3.2 Elevator Components and Overview of Function

Normally, when a building owner or contractor wants to set up an elevator in their
building, the size specifications and expected capacity loosely determine the type of elevator
they must set up. Once the type of elevator is chosen (which largely defines the type of motor
assembly and pulley system), the building owner or contractor will likely need to buy the
different components separately, or have an elevator company come in and install all their own
products. The different components are comprised of the motor assembly, pulley systems, the
elevator car, the counterweight, extra safety precautions, and any electronics necessary to get
everything to run smoothly. The dynamics and kinematics of the safety systems and the innerworkings of the electrical systems are both beyond the scope of this analysis, since they are not
directly involved in the mechanical and physical interactions needed for normal function of the
elevator.
The primary part of the elevator system, from a functional point of view, is the motor
assembly. The motor assembly is comprised of a motor and a braking system, and may or may
not include a system of gears to manipulate the speed and torque of the system. The effect of
gears on a motor system are important to understand to discern the usefulness of a geared or
gearless motor assembly in a given situation: Many of the most efficient motors in production
produce very high rotational speeds and rather low torques, but the magnitudes of these
respective variables is very much the opposite for the application of elevators. To meet this end,
gear boxes are often employed to simultaneously slow the rotational speed and increase the
torque at the output shaft. Short elevator systems normally dont need much speed since
distances are low too, but for taller buildings, the speed is expected to be higher to maintain the
travel-time. The torque required to move it is only dependent on the system mass, not the system
height. This presents a problem for the geared systems in tall buildings, since the expected high
speeds are sacrificed for the necessary amount of torquehowever there is a solution, for a
greater price: if the motor itself is upgraded to a much more powerful motor, then the gear
system can be omitted. In this case, the new, default torque is is comparable to the amplified
torque of a lower-power motor using gears, and the default speed of the higher-power motor
meets the expectation of faster movement [16]. With respect to this examination of a commercial
elevator, the gearless motor assembly will be considered for a tall building, since many large
scale commercial buildings are tall.
Directly on this motor assembly, regardless of the geared/gearless specification, is a
braking system, which can severely reduce the allowable torque transfer and rotational speed of
the assembly. The brake effectively cuts off the transfer of mechanical power to the entire system
and also disallows further motion of any component of the elevator when a cease of motion is
necessary. This brake is enabled during both normal use and emergency use: the electronic
circuits will enable the brakes when the passenger car arrives as a floor to stabilize everything for
the riders, and in emergencies, if the electronics system recognizes something is amiss, for
example power supply to the motor is cut, this braking mechanism will bring the system to a stop
and disallow the car from free falling. The brake inside the motor assembly serves as both a
frequently used component in the elevators standard function, and also as an emergency system
to prevent dangerous accidents.
Directly on the end of this motor assembly shaft is the sheave, which is the driving pulley
for all the vertical motion[5]. The outside of the diameter of this pulley is grooved to hold the
cables in their intended position as they are rolled along from one side of the pulley to the other.
These grooves also have a high coefficient of friction with respect to the cables to ensure against
slipping of the cable with respect to the pulleythis is is what the term traction refers to in the
name traction elevator[1]. The sheave serves to pull the cables in the desired direction based on
the direction the motor assembly turns it. Another pulley exists in the machine room, which is
free to spin without restriction, and redirects the side of the cable going to the counterweight so
that the elevator car and the counterweight are out of each others way during their movements.
For an interactive three dimensional visual representation of the sheave, motor assembly, cables,
and this secondary pulley, see [2].
This motion of the cables directly controls the height of the elevator car and the
counterweight, since they are directly connected. When the elevator car is pulled up, the
counterweight goes down, and visa-versa. The counterweight is designed to have the weight
approximately equal to the weight of the elevator car plus 40 to 50 % of the passenger capacity,
so that for the mean elevator ride, the weight of the counterweight cancels the weight of the
passenger car and passengers [14]. By doing this, the amount of work needed to raise or lower
the elevator car is minimized, and the braking force needed at each floor is also minimized.
The functionality of the motor assembly and cable system is a very interesting one, and is
often best displayed through visual representations. See [6] for a video showing the different
components operate together in the machine room, and [9] for a more academic presentation of
the inner workings of the entire elevator through 3D simulations.
3.3
Range of Speeds and Accelerations and Other Related
Variables
In order to properly break down the kinematics of the elevator for later calculations, it is
necessary to determine specifications for some given elevatorthe expected speeds,
accelerations, jerks, and allowable heights are all important to understand the motion of the
elevator, but actual values for these variables will be needed to to attain any appreciable
numerical results. To meet this end, we have selected a specific model of elevator from a
supplier, and the specifications associated are shown in Table 1 below.
Variable
1:1 Gearless
Min
Max
Acceleration Rates [ft/sec2]
Jerk Rates [ft/sec3]
10
Floor-to-Floor Time [sec]
Speed [ft/min]
400
1400
Travel [floors]
10
120
Leveling Error [in]
3/8
Ride Quality
Very Smooth
Table 1: Dynamic and Kinematic Properties Associated with the Elevator [7]
The values stated in Table 1 will be used in the examination of the kinematic properties
in Phase 2. As far as this project is concerned, these kinematic values are assumed, and must be
acknowledged as such. In addition to these kinematic values, their dynamic counterparts must
also be assumed, in order to properly execute a number of calculations in Phase 2. However, the
properties necessary for determining the function of the elevator are not directly correlated to the
elevator itself; instead they correlate to the motor assembly which drives the system. For this
purpose we selected a brand of motor, which is compatible with our selected elevator, and we
have included Table 2 below, in order to convey the dynamic properties that are associated with
our choice of motor.
Variable
Elevator Motor
Traction Ratio
2:1
Rated Capacity [kg]
800
Max Shaft Load [kg]
3000
Applicable Converter
3 phase 400V
DC Voltage for Brake Opening [V]
200
DC Voltage for Brake Holding [V]
100
Traction Sheave Diameter [mm]
400
Table 2: Dynamic and Kinematic Properties Associated with the Motor [10]
As previously stated, the above Table 2 defines our assumptions for specifications
defined by our motor assembly. These values will be heavily used in examining the forces and
torques throughout the system, and Table 1 and Table 2 will be referenced and drawn upon in
Phase 2.
3.4 Engineering and Technological Development of the Elevator

One of the first uses of the elevator was around 80 AD, where passengers were moved
between floors of the Roman Colosseum by gladiators and wild animal power. Little progress
was made in the following centuries, and even during the Middle Ages elevators were powered
by means of human and animal force as a source of energy. Also during these early days of the
elevator, there were not any significant safety systems to ensure the wellbeing of the passengers
if and when the cable snapped or something went awry [15]. In 1853, Elisha Graves Otis
invented the safety equipment for the elevator by using ratchet bars and spring. He publicly
demonstrated his safe elevator design in the following year in New York City [15]. Later, the
first steam-powered elevator was brought into service in a store at Broadway. In the late 1800s,
the first hydraulic elevator was introduced and went into service, which offered increased
speeds many times than the previous types based on pulleys. After that, with the advent of
electricity, the electric motor was introduced into elevator technology [3]. Taller buildings
became feasible with the development of the direct-connected geared electric elevator in 1889,
since the height was only a problem for the buildings ease of use, and had much less to do with
any engineering limitations of the time. As buildings became even taller, the elevator design
evolved into the gearless traction electric elevator to make better use of the available motors. The
traction electric elevator has become the standard in the elevator industry because it can be built
in any building with varied heights and its speed is much faster than that of the steam-powered
one.
3.5 Power Systems and Components Important to the Elevators

Operation
For the elevator to move there will be an electrical power source converted to mechanical
(rotational) power by means of the motor. The elevator will have brakes to ensure safety in case
the cable of the elevator brakes. The job of the elevator is to pick up and drop off passengers, and
the space inside an elevator needs to be enough to fit a safe amount of passengers. The expected
amount of passengers in the elevator defines the specifications such as capacity for the elevator.
The most important structures of the elevator are the motor assembly, the cable-pulley system
and the brakes [11].
The system of cables and pulleys is a crucial component that attaches the motor, the
elevator car, and the counterweight. The type of elevator that the team aimed to examine was the
gearless elevator that is powered by a DC motor installed in a tall building, such as shown in
[Fig. 1] to the right. Cable system is firmly pulled against the stationary sheave, and it is through
this physical connection that the rotational motion of the sheave causes the motion of the cables
along their existent path, which then causes the vertical movement of the elevator car and
counterweight. This transfer of force is done through the high friction area on the sheave, which
directly constrains the motion of the cable touching the sheave to be the same motion as the outer
diameter of the sheave itself. The difference in weight between the elevator car plus passengers
and the counterweight also creates an imbalance, and in addition to the sheave needing to apply a
torque to move the system, the sheave needs to apply additional torque to keep the system in
stationary equilibrium while stopped [11].
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Figure 1 - DC-Motor-Powered Elevator in a tall building [1]
The motor in the motor assembly will provide power to the sheave by intaking electrical
energy, and serves as an energy translator from electrical to mechanical energy. Realistically,
motors can run off either a AC or a DC power source, but for the sake of this analysis, our group
assumed a motor powered by a DC source, since DC motors have a good starting torque and are
easy for electrical systems to control speed. This choice was made by considering the nature of
the forces and torques required to start the motion of the elevator car and counterweight system:
the power required to move it should equal the power to overcome the statics and to accelerate
the mass from rest to full speed. Since good speeding regulation and good starting torque were
important to consider, the team chose to examine the gearless elevator.
It is also important to examine and explain the function of the braking system: the brakes
are comprised of a tensioning band around a brake drum and a tensioning mechanism. A
breaking torque will be generated on the motor shaft from the tensioning band gripping the brake
drum when that band is pulled taut by a spring. At all times that the brakes are off, there is a
magnetic force created by a powered solenoid to negate the tensioning effect of the spring whose
forces are transferred by means of a linkage system. When the brake is disengaged, it is designed
to have negligible impact on the rotation of the motor shaft. At any time this solenoid is not
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powered, the spring will necessarily cause the brake to engage, which also effectively serves as a
failsafe in the case of power-outages [11]. The tensioning band has a high coefficient of friction
with respect to the braking drum, to improve the stopping power of the brakes [11].
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4 The Elevator System

4.1 Components of the System
For this analysis of an elevator, it is necessary to reduce the large set of possible
elevator systems into one specific version in order to properly analyze it from an engineering
and mathematical point of view. This specificity also includes a few simplifications, in order to
make the system reasonable to find solutions for. Figure 2-A is the culmination of these
simplifications, where it has been reduced to a system of different rigid bodies held together by
flexible but unstretching cables. The following briefing on the elevators components are done
with reference to numbered regions in Figure 2-B.
Figure 2: Whole system with components numbered: Part A is a clean view of the entire system when the passenger car is at
some intermediate position. Part B is the region layout used to point to each fundamental component in the system, where the
regions are overlaid onto the diagram from part A. Part C is a more zoomed view of part A specifically on the top of the building
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containing the motor room. Since a lot of features are inside the third region, part D provides a more focused view of the subregions
of region 3, which are labeled from 3.1 to 3.4. Part D is shown from above so the motor is easily viewable.
The two rigid bodies that are entirely free to move are the passenger car and the
counterweight (region 1 and region 2, respectively, in Figure 2-B). While these two are free to
move on any set of axes, they will only be moving vertically, due to the assumption that no
motion exists in non-vertical directions to begin with, and the applied forces only exist in the
vertical direction. Combined in the subsystem of the passenger car are the passengers, where
they are assumed to move with motion identical to that of the car.
The next components to consider are found in the Motor Room, which for this
generalized elevator (and most elevators) is located at the top of the elevator shaft, near the top
of the building (Figure 2-B) region 3, larger view in Figure 2-C. Important components in this
region are the driving pulley (also known as the sheave), the secondary pulley, the motor, and
finally the short length of cable that passes over the pulleys (parts 3.1, 3.2, 3.3, and 3.4,
respectively, in Figure 2-D). The driving pulley transfers a torque from the motor to the cable
pulled against its circumference through friction, causing a no-slip condition between the pulley
and the cables. The secondary pulley serves only to reposition the counterweight side of the
cables, so that the counterweight hangs sufficiently far away from the passenger car in order to
prevent any sort of collisions between components of the elevator. The motor applies the
aforementioned torque to the driving pulley through its shaft, and that shaft also supports the
pulley dynamically such that no motion of the driving pulley other than rotational motion exists.
This state of only-rotation exists for the secondary pulley as well, ensured similarly by its own
supporting shaft. The motor is bolted securely to the floor, so no motion other than the internal
rotation exists there either. The wire held tight between the two pulleys will be referred to as the
second segment of wire, since it is the second straight region of the wire starting from the
passenger car.
Two other crucial components in this system are the cables that transfer forces
generated in the motor-sheave subsystem to do useful work down at the passenger car and the
counterweight. The length of the first, leftmost cable (region 4 in Figure 2-B) supports the
passenger car through internal tension, and hangs from the driving pulley. The third section of
cables (region 5 in Figure 2-B) functions similarly, but supports the counterweight and hangs
from the secondary pulley.
One assumption that has been made, in order to make mathematical solutions more
simply available, concerns friction and damping forces: all friction forces due to the contact
between surfaces are assumed to be negligible except the contact area between the pulley and
cables, which is designed to use friction to ensure a no slip condition. All damping forces due to
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air resistance or any other similar mechanisms are assumed to also be negligible, since the
speeds of any object here is reasonably low, especially compared to their mass.
The last element of the elevator system to consider is the building in which it is situated.
Based on our research, we had concluded that the gearless motor was used in buildings from
10 floors to hundreds of floors. For ease of demonstrating the results, we have decided to go
with the lower bound of this, 10 floors, so that the 10 floors are individually recognizable in
pertinent figures. Increasing the number of floors would not function differently than these 10
floors, so 10 floors seems sufficient to exemplify the situation. Region 6 in Figure 2-B
demonstrates this parameter. Through additional research, the average height of a single floor
is approximately 10 feet, which is a value we will also assume to be the case for our elevator
[17].
4.1 Defining Variables

Now that a physical understanding of the relative positions and inter-component
relations has been established, it is necessary to break the system down further still, by means
of symbolic representations of parameters and specifications. The following is the breakdown of
our definitions for each of the variables we will be using in the following mathematical analyses.
4.1.1 Types of Variables

In this analysis, there will be extensive use of a number of different types of variables,
and while some of these variable types will only be used once in reference to a specific value,
many others will be used to refer to a trait of many different objects. Subscripts will be used to
differentiate between a given trait held by different objects, and the layout of our use of
subscripts will follow this briefing on the different traits being examined.
15
Symbol
Meaning
Units
Tension acting in a given cross section of support cables
Weight of an object caused by gravity
Normal force on an object, resulting from pressing against a surface
Moment caused by an object
Length of an object (specifically cables)
Mass of an object
Height of an object with respect to a specified reference point
Velocity of an object with respect to a specified reference point
Acceleration of an object with respect to a specified reference point
/ 2
Angular acceleration of a pulley
/ 2
Table 3: All general variables to be used with subscripts: These variables pertain specifically to parameters that have subscripts
affixed to them. See Section 4.1.3 for exceptions and specific or system-wide symbols.
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4.1.2 Subscript Meanings

In tandem with these symbols are the subscripts which modify and specify them, and
these subscripts are important to defining, manipulating, and understanding generalized
mathematical and engineering concepts with respect to a specific subsystem. We have
assigned this nomenclature to make the object as relatable as possible to its subscript
representation, to alleviate time spent on discerning sets of equations.
Subscript
Refers to the...
passenger car
counterweight
first length of cable (wire)
second length of cable (wire)
third length of cable (wire)
primary/driving pulley
secondary pulley
passenger load on car
first shaft
second shaft
1 , 2 , . . , 8 value of something acting on or

( )
from the nth subsystem.*
Table 4: Subscript meanings: These subscripts will be used in the following analysis to easily refer to specific subsystems. To
better understand the naming scheme, the part of the meaning that contributes most to the abbreviated subscript is underlined. A
generalized variable type is used to indicate that any of the symbols in Section 4.1.1 can easily be interchanged, as far as the
subscripts are concerned. Note that the word wire is the contributing term for the cable-related subscripts, so it is not easily
confused with the passenger cars .
*See Figure 9 for the definition of these subsystems, and see the force body diagrams in Section 4.3.1 for these.
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4.1.3 Additional Parameters

There are, however, some variables that pertain to the elevator and its functionality that
do not directly relate to any single part of the system, or are more globally applicable variables.
Symbol
Meaning
Units
Reaction moment which arises from being attached to a fixed location
Reaction force which arises from being attached to a fixed location
The maximum speed () attainable by the elevator system
The maximum acceleration () attainable by the elevator system
/ 2
The position variable with respect to the curvature/path of the cable* AKA ()
The rate of change of versus time, AKA ()
The rate of change of versus time, AKA ()
/ 2
Linear mass density of the cables
1 ,2 ,3
Time since start of elevator trip marking specific periods of time for long trip
1 ,2
Time since start of elevator trip marking specific periods of time for short trip
Starting position of elevator trip (corresponds to integer value floor number)
Ending position of elevator trip (corresponds to integer value floor number)
Standard acceleration of gravity
Angle from horizontal made by the cable between the two pulleys (2)
Angle from horizontal made by 1
Angle from horizontal made by 2
Horizontal distance between the centers of pulley 1 and pulley 2
Radius of pulley 1
Radius of pulley 2
Mechanical power applied by the motor onto the system
/ 2
Table 5: Specific parameters that will not be used with dynamic subscripts: This table outlines all the variables and
parameters that are fixed in their usage, and do not follow the dynamic subscript notation described previously.
*This path is defined as the set of all positions that the cable could occupy in the system, which ranges from zero displacement at
the passenger car while at the lowest floor, to its maximum displacement at the lowest vertical position of the counterweight. See
Figure Figure 3-A System path for a graphical interpretation of this path, and see Figure 3-B System path and 3-C System path
for these minimum and maximum points and correlated system configurations.
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Figure 3: System path: Part A depicts the whole path, which is the path defined by the possible locations of the cable. Part B
shows the = 0, ie starting end, of the path, which is located at the lowest height of the passenger car. Part C shows the
ending point of the path, which is defined by the lowest position of the counterweight (occurring when the passenger car is at its
max height). This system path will mostly be used to relate the velocities and acceleration of each object. This usage is outlined in
Section 4.2.1.
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Figure 4: Representations of heights: Part A depicts all the vertical and the horizontal variables, with respect to the top of the
passenger car while at floor 1 (this also corresponds to = 0). Part B depicts that first state, and part C depicts that second state.
Note also that the maximum height with respect to that baseline is the same for both the passenger car and the counterweight.
These could have each been off by a constant amount, but for ease we chose the easiest option of that constant, zero.
4.1.4 Numerical Assignments

Now with a proper understanding of the qualitative definitions of these variables, it is
important to also have a comprehensive quantitative understanding too. For some variables a
single value is sufficient towards this end, but many too are better defined by a range, since
they are subject to change.
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4.1.4.1 Fixed Values
Mass Variable
Value
Units
34
60
0.1
0.6015
Table 6: Fixed values of masses: Masses for the car and counterweight were determined based on the information in Table 2. The
masses of the pulleys and the linear mass density were estimated. Theta was calculated using the radii of the pulleys, and their
relative displacements, through some complicated math not worth discussing in depth, loosely described as using a required
tangency of the wire segment to both pulleys.
Elevator/Situational
Variable
Value
Units
32.2
/ 2
2.0
/ 2
6.667
90
0.656
0.30
95
98
Table 7: Fixed values of situational variables: Gravity is assumed to be standard gravity on earth, and acceleration and velocity
were determined by the minimum values of the respective entries in Table 1. The maximum height is derived based on our
construction that the lowest height is zero, and the greatest height is 10 ( ) = 10 9 = 90
4.1.4.2 Variable Values and Their Ranges
Variable
Minimum
Maximum
52
0 (C @ 1st floor) 90 (C @ 10th floor)
Units
0 (C @ 10th floor) 90 (C @ 1st floor)
Table 8: Variable ranges: Maximum passenger load weight was determined using the data in Table 1. This comes out to be about
10 average people.
Another value that we estimated was shape of the pulleys themselves, and the
distribution of their masses. We chose to simplify their shape to be solid cylinders of uniform
density, which makes their moment of inertias:
1 = (1/2) 1 1 2 and
2 = (1/2) 2 2 2
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4.2 Defining the Kinematics:

For this project, it is the kinematics of the elevator that are predefined and follow a
specific, determinable form. The specificity arises due to constraints enforced by physical
parameters of the driving motor: the maximum rotational speed and the maximum angular
acceleration. Another constraint is the fact that every element in the structure is attached by a
bundle of cables, whose length is constant. We will first consider the constraint due to the cable,
in order to understand the relative motions of each component of the elevator, and then once
that is established, the path of the elevator will be fleshed out.
4.2.1 Cables Constraint

Since the elevator system is just that, a system, we need to determine how different
components in the overall system interact. Other than the forces examined in Section 4.3.1,
there is still the relation of motion between each subsystem. By exploiting the seemingly
obscure variable and its time derivatives, we can relate crucial parameters of each
subsystem together.
Since we know the length of the cables is unchanging, and all the components lie on the
path, then they are all move uniformly together on that dynamic axis. This can be shown
starting from this idea: for the nth component equals the for the (n-1)th component plus
the length of the cable between them:
() = (1) + (1) ()
Differentiating this versus time once and twice shows us how tightly defined this system is:
() = (1)
() = (1)
22
These aver very powerful equations, since they indicate to us that the entire system can
be represented by a single velocity and acceleration along a given (curvilinear) axis. Relating a
positive to acceleration of particular components with respect to fixed linear axes yields the
following:
Component
Acceleration variable Positive equivalence orientation
with positive vertical
Wire 1
with positive vertical
Pulley 1
with clockwise at radius 1
Wire 2
with axis rotated angle clockwise from horizontal
Pulley 2
with clockwise at radius 2
Wire 3
with negative vertical
Passenger Car
Counterweight
Table 9: Verbose relationships of system acceleration
with negative vertical
An even more useful way of putting this is string of equivalences:

= = 1 = 1 1 = 2 = 2 2 = 3 =
While the heights of each component are not especially important beyond knowing
the vertical position of the passenger car and the counterweight, the importance of seeps
into the entire system, and when these acceleration variables are used with respect to forces,
this string of equations will provide a much needed route to mathematical solution.
4.2.2 Defining the Path of Motion

The path of motion versus time, specifically (), is defined separate from the forces
that cause it. The motion is confined by the idea that the system will accelerate at its maximum
possible acceleration until it reaches its maximum possible speed, and cannot continue to
accelerate. At this point, the system must remain in motion at maximum speed until the right
time when it must begin to slow down, with the same acceleration as it had started. Instead of
assuming that acceleration jumps on and off, one could look at the jerk rate of the system too
(which we do have a value for), but in many cases this would not change the values
significantly, the time frame would show almost no difference, and the mathematics would just
be uglier. With this considered, we continue on to deriving the path of the motion without
considering jerk.[18]
There is, however, one thing to consider: does scheme described above allow for all
possible situations of transferring over a given number of floors? One easy way to answer this is
23
to think of an extreme case, where the elevator is moving up some very small distance, say an
inch. Using the system described above with reasonable and (see Table 7), under the
system of accelerating to maximum speed, coasting, and then coming back to a stop, the
elevator would necessarily overshoot its 1 inch target, well before it even got up to full speed.
From this investigation, we arrive at an important conclusion: we must consider situations in the
way previously described when the start-to-end displacement of the elevator is longer than
some value, and if it is shorter than that cutoff value, it must be handled in a different way.
Note: In this section we refer to (),(), and () extensively. They are all values in
respect to the system, ie () = , () = , () =
4.2.2.1 Long Elevator Trips

In order to begin tackling the problem, let us first consider the case where the distance to
travel is sufficiently large. Under these conditions, the position, velocity, and acceleration would
take the form exemplified in Figure 5. The discontinuous acceleration graph determines the rest
of the velocity and position graphs, with use of the initial and final conditions, of = =
0 and and are known constants for any given trip. Important to this derivation is use of a
timescale to break up the piecewise function into well-defined regions.
If we say that the motion starts at = 0, and from 0 < 1, the system is accelerating
positively with an acceleration of . At 1 , the velocity reaches its maximum (this is the crux
of what 1 means), and ()drops back off to zero, during 1 < 2 . At 2 , the system starts to
slow down again, and by 3 , the speed is back to zero and the total distance traveled was (
).
24
Figure 5: Kinematics of a Long Distance Elevator Trip: This system is restricted by the fact that possible values of acceleration
are quantized, and are piecewise versus time.
25
Following these relationships and boundary conditions, we can arrive at these piecewise
definition of acceleration, velocity, and vertical position (See Appendix A-1):
() = ,
0 1 ;
() = 0,
1 < < 2 ;
() = ,
2 < 3 ;
() = ,
0 1 ;
() = ,
1 < < 2 ;
() = ( 2 ),
2 < 3 ;
() = 1/2 2 + 0 ,
0 1 ;
() = (1/2 1 2 + 0 ) + ( 1 ),
1 < < 2 ;
() = (1/2 1 2 + 0 + (2 1 )) 1/2 ( 2 )2 + ( 2 ),
2 < 3 ;
Where
1 = /
2 = ( 0 )/
3 = ( 0 )/ + /
4.2.2.2 Short Elevator Trips

After having solved the situation of long trips explicitly, we can look at the situation
where the trip is too short to possibly reach vmax. In order to properly modify this system (whose
acceleration values are fixed) we can only modify the time the system remains in each state of
acceleration, namely, shortening it. Whatever speed the car gets up to, it must also be slowed
down that same amount, which will require the same amount of time. If we work with two new
points in time, 1 and 2 , where 2 = 21 from this symmetry, we have what is shown in Figure
6.
26
Figure 6: Kinematics of a short distance elevator trip: The two new variables are equally spaced, and this system is accelerating
100% of the time. It does not reach maximum speed, and the ride is very short.
27
The same procedure was done for this as for the long trip (see Appendix A-2). This is a
summary of the findings:
() = ,
() = ,
for 0 < 1
for 1 < 2
() = ,
() = (21 ),
for 0 < 1
for 1 < 2
() = 0 + 1/2 2 ,
() = 0 + 1/2 (1 )2 + 1 ( 1 ) 1/2 ( 1 )2 ,
for 0 < 1
for 1 < 2
1 = ( 0 )/
2 = 2( 0 )/
4.2.2.3 Trip Displacement Cutoff Distance

Now, weve solved for the two different cases of motion, but we need to be able to know
which is the correct one to use in a given situation. Using the fact that 2 cannot be lower than 1 ,
we find the following (see Appendix A-3 for derivation):
( 0 ) > 2
If this is true, then the yf - y0 is considered a long distance. Otherwise, it is short distance.
4.2.2.4 A Note
It is important to point out that this derivation assumed that 0 was positive, and that
and was in the positive direction. However, the entirety of the derivation could easily
receive a negative sign everywhere, and would still function equally. In fact, assigning that
negative value follows exactly the sign of 0 , and everything else will work correctly in both
directions.
4.3 Determining the Equations Relating Forces

Now that the system has been thoroughly defined and the nomenclature has been laid
down, everything is in place to perform the actual analysis of the system from a mathematical
point of view. In order to properly do this, the elevator system has been broken into eight
subsystems, identified in Figures 5.
28
Figure 7: 8 subsystems: In A, the different subsystems are labeled from the point of view of the whole elevator. Subsystems 1, 2,
7, and 8 are very large areas, and are easily discernable from this scale, but for subsystems 3 through 6, part B of this figure is more
appropriate to portray those subsystems.
4.3.1 Free Body Diagrams

The following is the investigation of the dynamics of each subsystem (1-8), where the
forces/moments are defined physically in the free body diagram, and are related using Newtons
Second Law. The different subsystems are interdependent, but in a way that we still can solve
explicitly for all terms. In order to attain this ability to solve in a linear fashion, we will reorder the
analysis of the FBDs so that any given FBD is explicitly solvable for its single unknown, and all
values necessary for that explicit definition have themselves been solved in the preceding steps.
29
4.3.1.1 Subsystem 1: Passenger Car
Figure 8: FBD Passenger Car: This is the free body diagram of the passenger car, where the weight of the car and the weight of
the passenger load are directed in the negative y direction, and there is a tension pulling upward that counteracts those other forces.
Based on Figure 8, two types of forces are exerted on the car: gravity and the tension
from the cable. Applying the Newtons Second Law and the data of cars mass, load, cars range
of acceleration, we can derive the result of the tension exerting on the car.
1 = ( + )
Using the equivalence between and , and the fact that = , and solving
for 1 we find that
1 = ( + )( + )
30
4.3.1.2 Subsystem 2: Wire 1
Figure 9: FBD Wire 1: This is the free body diagram of the wire extending from the passenger car to pulley 1. Breaklines have been
drawn so that the forces are easier to view on the wire, and the center of the wire has been kept in view to show that 1 acts at its
center.
Figure 9 shows that three forces are acting on the wire: the pulley pulling up with tension
2 , gravity pulling down with 1 , and the passenger car pulling down with tension 1 . Since we
already have 1 solved for in terms of knowns, it is essentially a known now too. Applying the
Newtons Second Law and considering the forces in the y-direction:
= 2 1 1 = 1 1
The acceleration of the wire is the same as that of the system and = so we can
find the relation between tensions:
2 = 1 + 1 ( + )
Using the definitions of the system variables, we can replace 1 to yield the following:
2 = 1 + (1 )( + )
31
4.3.1.3 Subsystem 8: Counterweight
Figure 10: FBD Counterweight: This is the force body diagram of the counterweight where the weight of the counterweight is in
the negative y direction and there is a tension pulling in the positive y-direction.
Since we need T3 for subsystem 3, we go over to subsystem 8 and work from the other side.
Figure 10 shows that two forces are acting on the counterweight: The tension 6 pulling
up and gravity pulling down with . Applying the Newtons Second Law and the data of the
counterweight mass and the cars acceleration, we can derive the result of the tension exerting
on the car.
= 6 = ( )
Substituting with and that = and simplifying, we get
6 = ( )
32
Figure 11: FBD Wire 3: This is the free body diagram of the wire 3 extending from the secondary pulley to the counterweight .
Breaklines have been drawn so that the forces are easier to view on the wire, and the center of the wire has been kept in view to
show that 3 acts at its center. Tension 5 from the secondary pulley pulling upward in the positive y-axis and Tension 6 from the
counterweight is pulling downward on the wire in the negative y-axis.
According to the diagram, there are 3 forces exerted on the cable: 2 tension forces and
gravity. The tensions are exerted on both ends of the cable: one is to attach to the pulley, the
other is to hold the counterweight in place. Similar to wire 1, we can determine the tension to
hold the counterweight by using the 2nd law of motion in y-direction.
= 5 6 3 = 3 3
The acceleration of the wire upward is the negative of the system acceleration, and
3 = 3 so we can find the relation between tensions:
5 = 6 + 3 ( )
Using the physical relationships of distance, we can simplify this further into known variables:
5 = 6 + (2 + )( )
33
4.3.1.5 Subsystem 6: Pulley 2
Figure 12: FBD Pulley 2: This is a free body diagram of the secondary pulley. There are a couple different angles defined here, as
well as all the forces being applied to the pulley in different directions . The forces being applied are tension 4 is pulling the pulley
from an angle theta , normal force of shaft 2 is pulling the pulley from an angle of beta, tension 5 and the weight of the pulley pulling
downward in the negative y-direction.
The x and y-components of the normal force can be derived by using the 2nd law of
motion and the tension from wire 3 can be determined by using moment equation. Angle is
the angle formed by tension from wire 2 and x-axis. Both forces and moments (positive in
clockwise direction) are used to solve for these variables, which consists of three unknowns: 4 ,
and the x and y components of 2 . Since this pulley is just sitting on a simple, frictionless shaft,
it applies no moment.
= 2 4 = 2 2
= 2 + 4 5 2 = 2 2
= 5 2 4 2 = 2 2
See Appendix B.1 for full derivations. Below are the final results.
4 = 5 (1/2)2
2 = 4
2 = 5 + 2 4
34
Figure 13: FBD Wire 2: This is a free body diagram of wire 2 . extending from the primary /driving pulley to secondary pulley.
Tension 3 from the primary pulley pulling on the wire in the positive x-axis and Tension 4 from the secondary pulley pulling
downward on the wire on the direction of negative x-axis.
Based on the diagram, there are tension forces and gravity force on this segment of
cable. We assume that the weight of this segment is negligible because its length is small
compared to the whole length of the wire that support the system. Therefore, from the 2nd law
of motion and substituting that = 2 , the tensions on both ends are equal.
= 4 3 = 2 2
3 = 4
35
4.3.1.7 Subsystem 3: Pulley 1
Figure 14: FBD Pulley 1: This is the free body diagram of the primary pulley. There are a couple different angles defined here, as
well as all the forces being applied to the pulley in different directions . the forces applied are Tension 2 is pulling the pulley
downward in the negative y-direction ,tension 3 causing the the pulley to rotate clockwise with an angle theta , moment of the the
pulley is rotating clockwise ,and the weight of the pulley is acting downward in the negative y-axis.on.
According to the diagram, 3 forces are exerted on the pulley: tension, gravity and the
normal force. The tensions are from wire 1 and wire 2. The normal force is from the shaft
exerting a force to the pulley. When we apply 2nd law of motion and with respect to our system,
the pulley does not move therefore we can assume its linear acceleration equals 0. Then we
can derive the x and y components of the normal force. By using the moment equation (positive
in the clockwise direction), we can derive the moment applied by the motor. Angle is the angle
formed by tension from wire 2 and x-axis.
= 1 3 2 1 = 1 1
= 3 1 = 1 1
= 3 1 + 2 1 = 1 1
See Appendix B.2 for full derivations. Below are the final results of the simplifications and
solving:
1
= 1 ( 1 + 2 3 )
2
1 = 3 + 2 + 1
1 = 3
36
4.3.1.8 Subsystem 4: Motor
Figure 15: FBD Motor: This is the free body diagram of the motor. There is the equal and opposite moment exerted on the
motor and there must be a reaction moment from the floor to cancel this. The forces that are acting on the motor are normal force
1 , reaction force , and the weight of the motor acting downward.
According to the sketch, there are gravity, normal force, and reaction force acting on the
motor. The reaction force can be determined from normal forces of the shaft. The motor does
not rotate with respect to the system so the moment equation will equal 0. Therefore the
reaction moment from the shaft is equal to the moment of the motor. Angle phi is formed by the
normal force of the shaft and x-axis.
= 1 = ( + 1 )1
= 1 ( + 1 ) = ( )1
= = 1 1
See Appendix B.3 for full derivations. Below are the final results.
= 1
= 1 + ( )
=
We arent too concerned with these reaction forces, but, we have solved for them to be
thorough.
37
4.3.2 Additional Parameters

There are some extra variables we can learn about, that will give a bit more perspective
to the reader about this elevator system. These are some more tangible results, since much of
the tensions and forces are very internal, only useful to the engineer.
4.3.2.1 System Power Consumption

The power of the system can be determined from the moment of the motor, the velocity
of the system, and the radius of pulley 1 (the pulley at the motor) from
=
Which reduces to the variables weve been using as
= / 1 / 550
Where is in horsepower and the remaining variables are in the same units as they have been
previously used.
4.3.2.2 Change in Force Felt by Passenger

Another interesting parameter useful to the average person is what a passenger feels,
for example if they feel heavier or if they feel lighter as the elevator moves up and down. The
exact force is very particular to the persons rest mass, but if we look at just the percent change
over the trip, we can generalize it and just have 100% be when they are standing still on the
ground.
If the passengers weight is and their mass is , and their is a normal force
from the floor pushing them up, the following equation would result from Newtons Second Law,
under the assumption that they move with the elevator:
=
When the person is on a non-accelerating surface, this reduces to
= =
Finding the general ( / 1) 100%, we find the general percent
change of what the passenger feels relative to what the normally feel on un-accelerating
surfaces.
% = /
38
Since only has three possible values, , 0, , we can solve for the three
different cases, with respect to the actual values of the variables:
% = 6.2%, 0%, 6.2%
39
5 Visualizing the Mathematical Relationships

Now that explicit equations of motion have been solidified, it would be helpful to also
have a graphical representation of the motion, forces, and torques. Plugging in numbers for the
equations, we can create graphs for each of the forces. We decided to have 5 different cases
that analyze the motion of an elevator to determine how it acts with different loads, directions of
motion, changes in travel distance, and differences in height of elevator. The cases are as
follows:
Case
Start floor
1 = 0 ft
10 = 90 ft
1 = 0 ft
10 = 90 ft
10 = 90 ft
End floor
2 = 10 ft
9 = 80 ft
10 = 90 ft
1 = 0 ft
1 = 0 ft
Passenger
Mass
3 people =
15.65 slugs
5 people =
26.08 slugs
5 people =
26.08 slugs
10 people =
52.16 slugs
0 people =
0 slugs
Table 10: Some example situations through which the reader can glimpse at some states of this complicated system.
For case 1, the elevator will move up from floor 1 to floor 2, a height of 0 feet to 10 feet,
with 3 people on the elevator. Using the average mass of a person, we calculated this to be a
mass of 15.65 slugs. Plugging these numbers into the equations, we can determine the values
of all of the forces in the system, graphically, for this situation. This situation shows a short
distance, small load, upward motion, and low elevator height.
For case 2, the elevator will move down from floor 10 to floor 9, a height of 90 feet to 80
feet, with 5 people on the elevator. Using the average mass of a person, we calculated this to
be a mass of 26.08 slugs. Plugging these numbers into the equations, we can determine the
values of all of the forces in the system, graphically, for this situation. This situation varies from
case 1 in that it has a medium load, downward motion, and high elevator height. It is similar in
that they both have short travel distances.
of all of the forces in the system, graphically, for this situation. This situation shows how the
forces act due to long travel distances. Like case 1, it has upward motion. Like case 2, it has a
medium load. However, it starts at a very low height and ends at a high height.
40
of all of the forces in the system, graphically, for this situation. This situation shows what
happens under the opposite circumstance of case 3. The motion is the same except in reverse.
The only other difference is that there is a large load instead of a medium load.
with 0 people on the elevator. This means that there is a mass of 0 slugs. Plugging these
numbers into the equations, we can determine the values of all of the forces in the system,
graphically, for this situation. This situation is the same as case 4 in terms of motion. The
elevator has the same motion in both cases. The only difference is that case 5 has no load in
the elevator, but case 4 has the max load.
To analyze the difference in the forces for each case, we will look at the graphs for each
force separately and analyze the graphs of that force for each case. We will go in order of T 1 to
T2.
41
Figure 16: Graph of tension 1 with respect to time: the tension 1 is graphed for 5 cases
Cases 1 and 2 last for shorter time periods than cases 3, 4, and 5. Cases 3, 4, and 5
have 3 different tension values, but cases 1 and 2 only have 2 tension values. In cases 2, 4, and
5, the tension increases over time, but the tension decreases in cases 1 and 3. The values are
constant, for all of the cases, within each region.
42
have 3 different tension regions, but cases 1 and 2 only have 2 tension regions. In cases 2, 4,
and 5, the tension increases over time, but the tension decreases in cases 1 and 3. The values
change, for all of the cases, within each region.
43
and 5, the tension decreases over time, but the tension increases in cases 1 and 3. The values
44
45
46
have 3 different tension valuess, but cases 1 and 2 only have 2 tension values. In cases 2, 4,
and 5, the tension decreases over time, but the tension increases in cases 1 and 3. The tension,
for all of the cases, is constant within each region.
47
Figure 22: Graph of normal force on shaft 1 with respect to time: the normal force on shaft 1 is graphed for 5 cases
have 3 different normal force regions, but cases 1 and 2 only have 2 normal force regions. In
cases 1, 2, and 5, the normal force decreases over time, but the normal force increases in case
4. In case 3, the normal force decreases and then increases. The values change, for all of the
cases, within each region.
48
Figure 23: Graph of normal force on shaft 2 with respect to time: the normal force on shaft 2 is graphed for 5 cases
have 3 different normal force regions, but cases 1 and 2 only have 2 normal force regions. In
cases 2, 4, and 5, the normal force decreases over time, but the normal force increases in
cases 1 and 3. The values change, for all of the cases, within each region.
49
Figure 24: Graph of moment of the motor with respect to time: the moment of the motor is graphed for 5 cases
have 3 different moment regions, but cases 1 and 2 only have 2 moment regions. In cases 2, 4,
and 5, the moment increases over time, but the moment decreases in cases 1 and 3. The
values change, for all of the cases, within each region.
50
Figure 25: Graph of power with respect to time: the power is graphed for 5 cases
have 3 different power regions, but cases 1 and 2 only have 2 power regions. In cases 1, 2, 3,
and 5, the power increases in the first region, but the power decreases in case 4. In cases 3, 4,
and 5, the power decreases in the middle region, but cases 1 and 2 do not have a middle
region. In cases 1, 2, 3, and 4, the power increases in the last region, but the power decreases
in case 5. Cases 1 and 2 jump from positive to negative between the 2 regions.
51
Figure 24: Graph of height of passenger car with respect to time: the height of passenger car is graphed for 5 cases
Cases 1 and 2 last for shorter time periods than cases 3, 4, and 5. In cases 2, 4, and 5,
the position decreases over time, but the position increases in cases 1 and 3. The values
change, for all of the cases, directly, with respect to time.
52
6 Conclusion
In this project we examine the kinematic and dynamic properties of the 1:1 gearless
elevator powered by a DC motor used in a tall building. The team used free body diagrams to
investigate each component of the commercial elevator. Free body diagrams help us to analyze
and calculate the dynamic and kinematic properties of an elevator such as distances, speeds,
accelerations, forces, torque, and moments. Also through free body diagram we broke down the
components of the system to motor assembly, pulley systems, the elevator car, the
counterweight. We analyzed the overall interaction by determining the forces and torque and
resultant motion taking in consideration the energy transfer of the overall motion of the elevator.
After analyzing the movement of each component of the elevator we get interested in
analyzing the forces that the person feels while he is in the elevator. We looked at different
cases that analyzes the motion of the elevator. From the engineering free body diagram of each
part of the elevator we used dimensional analysis to predict the relationship among tension
force (N), displacement (m), mass (kg), and angular frequency (rad/s). Knowing that for each
action there will be an equal and opposite reaction (newtons second law) there will always be a
weight W=mg of a person with mass m, that is locating on the surface of earth and a normal
force that will support the person weight that will be exerting back towards the person. Now,
when a person stand in an elevator and both of the person and an elevator are experiencing
acceleration there will be a change in the normal force between the elevator and the person.
That change in normal force well be felt by the person on the elevator. In all of the cases of the
elevator we assumed that going up is a positive direction and going down is the negative
direction. When the elevator was going up and speeding up. Here the acceleration was positive
upward. The elevator started from rest at the lowest floor. Then as it started to accelerate the
elevators floor pushed up on the person so it made him moves upward along with the elevator.
The normal force here were greater than the true weight of the person. Here the acceleration
was negative moving downward opposite to the upward motion which caused a reduction of the
velocity. When the elevator was going down and slowing down. In this case the acceleration
were moving to the opposite of the negative direction of the velocity. Here where velocity
magnitude reduced. The elevator pushed up on the person to make him accelerating upward, in
this case the normal force increased. Finally when the elevator were going down and speeding
up. Here the elevator and the person started at a higher floor. Then the elevator were speeding
53
down to the lower floor. The elevator were pushing upward to support the person weight with
less force. Therefore in this case the normal force decreased.
The elevator design has been improved a lot over these 15 years. As we analyze the
elevator, we can improve the elevator by preventing problems or accidents. For example, the
cable is the most vulnerable part of the system. It is the component that holds the car and the
counterweight together. The cable endures a massive load from the car and the counterweight.
Furthermore, its size is large enough to reduce the energy to move the cable so we can save
energy. We can find a better material for the cable or replace/assess it regularly. Another
component that needs to be considered is the motor. The motor is used to rotate the cable and
it also needs regular assessments to ensure the system works properly. We can deduct 5
percent of the current max load to the max load so we can prevent the situation when the weight
of the people is approximately equal to the max load.
54
7 Appendices
7.1 Appendix A: Deriving Motion
7.1.1 Long Trip Motion
The time spent from = 0 to = 1 is the time it takes to constantly accelerate from =
0 to = . This timeframe is also the same as the timeframe of the last segment of the
motion, from = 2 to = 3 . Hence,
1 = (3 1 ) = /
From the physical motion, we defined the acceleration:
for 0 < 1
() =
for 1 < 2
() = 0
for 2 < 3
() =
Integrating this, we get
for 0 < 1
() = (0) + =
for 1 < 2
() = (1 ) + 0( 1 ) = (1 ) =
(1 ) = (2 ) =
for 2 < 3
() = (2 ) ( 2 ) = ( 2 )
With the velocity solidly defined, we can then integrate again and find the vertical position
for 0 < 1
() = 1/2 2 + 0
for 1 < 2
() = (1 ) + ( 1 ) = (1/2 1 2 + 0 ) + ( 1 )
for 2 < 3
() = (2 ) 1/2 ( 2 )2 + ( 2 )
= (1/2 1 2 + 0 + (2 1 )) 1/2 ( 2 )2 + ( 2 )
With that defined (even if complicated and lengthy), we can apply another boundary condition to
relate more of these variables to each other. We will use the end condition (3 ) =
= (1/2 1 2 + 0 + (2 1 )) 1/2 (3 2 )2 + (3 2 )
= 0 + ( 1 )(3 1 ) = 0 + (3 1 )
55
And so we can start defining the time constants with respect to the initial and situational
conditions
( 0 )/ = 3 1
( 0 )/ + / = 3
And since 1 = 3 2 , then 2 = 3 1
2 = ( 0 )/
So in summary:
1 = /
2 = ( 0 )/
3 = ( 0 )/ + /
7.1.2 Short Trip Motion

For the short trips, where the passenger car cannot possibly reach and not
overshoot its target, we tackle the problem in the different way proposed in Figure 6. If it still
accelerates with but does not reach the same max speed, then 1 and 2 1 will be less
than t1. Describing the motion in the same way, we find that
for 0 < 1
() =
for 1 < 2
() =
And continuing on with integration,
for 0 < 1
() = (0) + =
for 1 < 2
() = (1 ) ( 1 ) = 1 ( 1 ) = (21 )
And yet again,
for 0 < 1
() = (0) + 1/2 ()2 = 0 + 1/2 2
for 1 < 2
() = (1 ) + (1 )( 1 ) 1/2 ( 1 )2
= 0 + 1/2 (1 )2 + 1 ( 1 ) 1/2 ( 1 )2
Finally, we can substitute the end condition that (2 ) = , and that 2 1 = 1 yielding
= 0 + 1/2 (1 )2 + 1 (2 1 ) 1/2 (2 1 )2
0 = (1 )2
And therefore we can define these times to be
( 0 )/ = 1 = (1/2)2
56
7.1.3 Long-Short Boundary Condition

If, however, the distance ( 0 ) is small it becomes possible that 2 could be less than
1 , which physically cannot occur. Using this limiting factor, we can determine when each
condition must occur:
Time Boundary Condition:
2 > 1
Recalling the definitions
2 = ( 0 )/
1 = /
and substituting, we get
( 0 )/ > /
And solving, we find a final result,
( 0 ) > 2
If this is true, then the yf - y0 is considered a long distance. Otherwise, it is short distance.
7.2 Appendix B: Force Equations

7.2.1 Equations for Pulley 2
Based on Figure 12, two types of forces are exerted on the pulley: normal force and the
tension from the cable. Applying the Newtons Second Law and the data of pulleys range of
acceleration, we can derive the result of the normal force exerting on the pulley. First, we will
consider the total forces in the x-direction:
= 2 4 = 2 2
Because the acceleration of the pulley is 0 with respect to the system so we can find the
x-component of the normal force:
2 = 4
Theta is the angle formed by tension from wire 2 and x-axis. Now, we will consider the
total forces in the y-direction:
= 2 + 4 5 2 = 2 2
Again, acceleration of the pulley is 0 so we can find the y-component of the normal force:
2 = 5 + 2 4
To find the relation between tension from wire 2 and tension from wire 3, we will
consider the moment equation:
57
= 5 2 4 2 = 2
I is the moment of inertia and is the angular acceleration. We also have:
= (1/2) 2 2 2
= /
Therefore, we can determine the relation of tensions from wire 2 and wire 3:
4 = (5 2 (1/2)2 2 2 (/2 ))/2 = 5 (1/2)2
7.2.2 Equations for Pulley 1

Based on Figure 14, two types of forces are exerted on the pulley: normal force and the
tension from the cable. Applying the Newtons Second Law and the data of pulleys range of
acceleration, we can derive the result of the normal force exerting on the pulley. First, we will
consider the total forces in the y-direction:
= 1 3 2 1 = 1 1
Because the acceleration of the pulley is 0 with respect to the system so we can find the
y-component of the normal force:
1 = 3 + 2 + 1
Theta is the angle formed by tension from wire 2 and x-axis. Now, we will consider the
total forces in the x-direction:
= 3 1 = 1 1
Again, acceleration of the pulley is 0 so we can find the y-component of the normal force:
1 = 3
To find the relation between tension from wire 2 and tension from wire 1, we will
consider the moment equation:
= 3 1 + 2 1 = 1 1
I is the moment of inertia and is the angular acceleration. We also have:
= (1/2)
= /
Therefore, we can determine the relation of tensions from wire 2 and wire 1:
1
= 2 1 3 1 + (1/2)1 1 2 (/1 ) = 1 ( 1 + 2 3 )
2
58
7.2.3 Equations for Motor

Based on Figure 15, two types of forces are exerted on the motor: normal force, the
reaction force, and gravity. Applying the Newtons Second Law and the data of motors mass,
motors range of acceleration, we can derive the result of the reaction force exerting on the
motor. First, we will consider the forces in the x-direction:
= 1 = ( + 1 )1
With respect to the motor, the acceleration of the shaft is 0. Therefore, the reaction force
in the x-direction can be determined:
= 1
Phi is a constant angle formed by the tension and x-axis. Then, we will consider the
forces in the y-direction:
= 1 ( + 1 ) = ( + 1 )1
Again, the acceleration with respect to the motor is 0 so the reaction force in the ydirection can be determined:
= 1 + ( + 1 )
We can determine the reaction moment on the motor by considering the moment equation:
= = 1 1
The angular acceleration of the motor is equal 0 therefore the reaction moment is:
=
59
8 References
[1]
"ABOUT ELEVATORS." Elevators. Web. 14 Nov. 2015.
[2]
"Classroom On Demand." Lesson Viewer -. Web. 14 Nov. 2015.

<https://www.thyssenkruppelevator.com/webapps/classroom-ondemand/LessonViewer.aspx?lesson=16420>
[3] "Columbia Elevator - Elevator Cabs, Entrances and Door Systems."Elevator History. Web. 14 Nov.2015
[4]
"Elevators." How Do Elevators and Lifts Work? N.p., n.d. Web. 11 Nov. 2015.
[5]
"Elevator Terminology for Home Elevators." Inclinator. N.p., n.d. Web. 13 Nov. 2015.
[6]
"Epic Westbrook Geared Traction Elevator with Machine Room Tour."YouTube. YouTube, n.d. Web. 13
Nov. 2015 <https://www.youtube.com/watch?v=jYLkZUTnYBU&feature=youtu.be&t=4m33s>
[7]
"Elevator & Hoist Modeling, Simulation & Speed Control." Elevator & Hoist Modeling, Simulation &
. Speed Control. N.p., n.d. Web. 11 Nov. 2015.

[8]
"Elevators." How Do Elevators and Lifts Work? N.p., n.d. Web. 11 Nov. 2015.
[9] "Fuji Lift - How Elevators Work." YouTube.YouTube, n.d. Web. 13 Nov. 2015
<https://www.youtube.com/watch?v=hMdJLXGxynA>
[10] "Gearless Traction Motor for MR and MRLElevator." - China Manufacturer & Supplier. N.p., n.d.
.Web. 11 Nov.2015
[11] How an Elevator Works." How an Elevator Works. N.p., n.d. Web. 11 Nov. 2015.
.< http://web.mit.edu/2.972/www/reports/elevator/elevator.html>
[12]
"How Does an Elevator Work? Pulley System Explained." YouTube. YouTube, n.d. Web. 11
Nov. 2015.
[13] Harris, Tom. HowStuffWorks. HowStuffWorks.com. Web. 14 Nov. 2015.

.<http://science.howstuffworks.com/transport/engines-equipment/elevator3.htm>
[14] "Otis Worldwide - Home - Elevator - Escalator." Otis Worldwide - Home - Elevator - Escalator. Web.
14 Nov. 2015.
[15] "Sustainability." Archtoolbox. N.p., n.d. Web.
[16] "Traction Elevators." Elevator Wiki. Web. 14 Nov. 2015
[17]Calculating the height of a tall building where only the number of stories is known. (n.d.). Retrieved
December 14, 2015.
[18] Model, 1St Order, and Input Data. "Physical Models of an Elevator." (n.d.): n. pag. Web.

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Dynamics of a Commercial Elevator

ES 2503 Introduction to Dynamic Systems

Ryan Coran - Civil Engineering - rlcoran@wpi.edu

Worcester Polytechnic Institute

3 Research and First Steps

3.2 Elevator Components and Overview of Function

Range of Speeds and Accelerations and Other Related

Acceleration Rates [ft/sec2]

Jerk Rates [ft/sec3]

Floor-to-Floor Time [sec]

Leveling Error [in]

Rated Capacity [kg]

Max Shaft Load [kg]

DC Voltage for Brake Opening [V]

DC Voltage for Brake Holding [V]

Traction Sheave Diameter [mm]

3.4 Engineering and Technological Development of the Elevator

3.5 Power Systems and Components Important to the Elevators

Figure 1 - DC-Motor-Powered Elevator in a tall building [1]

4 The Elevator System

4.1 Defining Variables

4.1.1 Types of Variables

Tension acting in a given cross section of support cables

Weight of an object caused by gravity

Normal force on an object, resulting from pressing against a surface

Moment caused by an object

Length of an object (specifically cables)

Height of an object with respect to a specified reference point

Velocity of an object with respect to a specified reference point

Acceleration of an object with respect to a specified reference point

Angular acceleration of a pulley

4.1.2 Subscript Meanings

first length of cable (wire)

second length of cable (wire)

third length of cable (wire)

passenger load on car

1 , 2 , . . , 8 value of something acting on or

from the nth subsystem.*

4.1.3 Additional Parameters

Reaction moment which arises from being attached to a fixed location

Reaction force which arises from being attached to a fixed location

The maximum speed () attainable by the elevator system

The maximum acceleration () attainable by the elevator system

The rate of change of versus time, AKA ()

The rate of change of versus time, AKA ()

Linear mass density of the cables

Starting position of elevator trip (corresponds to integer value floor number)

Ending position of elevator trip (corresponds to integer value floor number)

Standard acceleration of gravity

Angle from horizontal made by 1

Angle from horizontal made by 2

Horizontal distance between the centers of pulley 1 and pulley 2

Mechanical power applied by the motor onto the system

4.1.4 Numerical Assignments

0 (C @ 1st floor) 90 (C @ 10th floor)

0 (C @ 10th floor) 90 (C @ 1st floor)

4.2 Defining the Kinematics:

4.2.1 Cables Constraint

Acceleration variable Positive equivalence orientation

with positive vertical

with positive vertical

with clockwise at radius 1

with axis rotated angle clockwise from horizontal

with clockwise at radius 2