:

:
1121 1122 :









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:
:







.....
........
....
........

II



.



.. .
:




:

III

:
: 1.1.
: 1.1 .
: 1.1 .
: 1.1.1 .
: 1.1.1 .
: 1.1.1 .
: 1.1.1 .
: 1.1.1 () .
: 1.1 .
: 1.1 .
: 1.1 .
: 1.1.1 .
: 1.1.1 , .
:
:
: 1.1
: 1.1 .
:
: 1.1 .
: 1.1 .
: 1.1 .
: 1.1
: 1.1.1 : .
: 1.1.1 :
: 1.1.1 : .

IV

 : 1.1.1 .
:
: 2.1
: 1.2.1
: 1.1.2.1 .
: 1.1.2.1 .
: 1.1.2.1 .
: 1.1.2.1 .
: 1.1.2.1 .
: 1.1.2.1 .
: 2.1
: 1.2.1
: 1.1.2.1
: 1.1.2.1
: 2.1
: 1..1 WCS
:
: 11.1 .
: 11.1 .
: 11.1 .
: 11.1 .
: 11.1
: 1.11.1 .
: 1.11.1 .
:
: 11.1.
: 12.1.
: 12.1
: 1.12.1 .
: 1.12.1.
: 1.12.1
: 12.1 .

 :
:
: 1.1 .
: 1.1 .
: 1.1.1 .
: 1.1.1 .
: 1.1
: 1.1.1 .PMSM
: 1.1.1 .
: 1.1
: 1.1.1
: 1.1.1.1 SPM
: 1.1.1.1 IPM
: 1.1.1
:
: 1.1.
: 1.1 .PMSM
: 1.1.1 .
: 1.1.1.1 .
: 1.1.1.1 .
: 1.1.1.1 .
: 1.1.1 .
: 1.1.1.1 .
: 1.1.1.1 .
: 1.1.1.1 .FOC
: 1.1.1.1 .DTC
:
:
:1.1 .
: 1.1 .
: 1.1 .
: 1.1 .
: 1.1 .

VI

 : 1.1 .
: 2.1 .
: 2.1 .
:
: 2.1.
: 1..1.
: 1.1..1 .
: 1.1..1.
: 11.1.
: 1.11.1 .
: 1.11.1 .
: 1.11.1 .

: A .
: B .
: C .
: D .

VII

.1.1


.


.
.

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,
,

1581 133
1581
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13



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Hydraulic Elevator

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.
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:


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.1.1 Traction Elevator

()17m/s 3.08m/s
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, ,

: 1.1
.
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0.1 .
:
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.
.


.
.

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( )03 -7
( )0.8 m/s 0.1 m/s

0.1
0

-1
, 6
5
13

10
11 ( )

1
1
8
7
9
11
11
18 ( )

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( )2.5 m/s 17 m/s
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.

,
( )B
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=

= 128 r.p.m

=n

1.1

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,

,
.

, ,


.

()80 m


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()630 kg 1600 kg
,
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%60

( )Compact System

KONE : KONE :
KONE :
KONE KONE
:
: 8.1

6.1

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. ( Linear
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, .

,

.

: 7.1

.1.3.1 ()


360m/min 0330
, .
.
.
5.1

: 5.1

.1.1

Double Deck Elevator Systems

( ,.... -)


( ) , .
, 0:1
.
2000m2
.

10

: 9.1

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) .




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, .

.13.1

11

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12

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( 63 13
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163
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)
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.

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. .
.

: 11.1

13

.6.1
.1.6.1 Marine Elevator
:
-

.
.
.
.
.

.
( )Compact
( )400Kg 1000Kg
.1m/s

: 10.1

14

.1.6.1 Multi-purpose

, . -

.
.

( )5000kg
( 0.5
.)m/s 0.75 m/s

: 11.1

15

,
( ) 18 3



( )078 3
( ) 133 83

( )

( )D
.

: 11.1

16

.2.1
:
.2 .
.1 ( ) .
.3 .
:
.2 ( ) .
.1 .

: 2.1




.

16

: 2.2 :
-2
-1

-3

-4

-5

088888
.
:
( )800mm 1500mm.
()800mm 1500mm .
() (.)2000mm 2200mm :

1.8 .
2.2 .
: 55dB .
( ) :
( ) (
)
( (.)BLDC
)
.
( )170w () (. )900w
.
( :) 1.1
.
().
.
.
: 1.1

:
-2 .
-1 / .
-3
.
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17

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.
.1 .
.3 .

.2
.
.1 .
.3 .

-6 :

V/F

%65
.

18

(
)

.



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19

:
-

.
.
.
.

.2.3
)1 : Rope
.
)3 : Strands
,
.
)2 : Wires
.
: .1570N/mm2
ISO 4344
.
( ) :
:
)1 .
)3 ( ).
, .
( )sisal-yarn
.

.2.3
.

20

. ( )EN 12385-5 and ISO 4344

.

.2.3 Construction of Strand

()1-9-9
.



.

seale

( , )20% - 40%
.


.
.

Warrington

.

( )Warrington-Seale
.
24mm
22mm
.
32.

.2.3

Seale-Warrington

.1.2.3 :

, :
)1 2 .
)3
.
( 8x19 seale ) .
8x19 Warrington
.
.

.3.2.3 : ()
,
:
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)2 .
, .

.2.2.3 :
8
,


.
:
)1 .
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.2.2.3

,
.

.

23

:
-1
-2
-3
-4

.
.
.
.

.2.2
, :

.
,
.
.

.
:
.

.

: 3.2

24

.2.7.1
.1.1.2.2

:
-1
-2
-3
-4
-5

.
.
.
.12 VDC 31 VDC :
30 VDC .100mA

.2.1.2.2

:
-1 .
-2 :
.330mm 2 .mm257 3 .900mm -3 .
-4 .
-5 :
, 18VAC 28VAC : 100mA . - , 17VDC 30VDC : 100mA .

25

.3.1.2.2

:
-1
-2
-3
-4
-5

.
.5m
.11VDC 30VDC :
30VDC .150mA
.950nm

.4.1.2.2

:
-1
-2
-3
-4

.
.5m
.48VDC/VAC
.100mA

.5.1.2.2

-1 .240m

26

-2 .
-3 .1500kbit/s
-4 . 12VDC 30VDC:

.2.1.2.2

-1
-2
-3
-4
-5

.
.
.
.0.5m 150m:
.24VDC

: 2.2

.
.
. .

.2.8.1

.1.1.2.2

27

-1
-2
-3
-4
-5
-2
-2
-2

.
1724.
.
1724 .
.4.75VDC 30VDC
100kHz.
.6000r.p.m
.20N

.2.1.2.2

-1
-2
-3
-4
-5
-2
-2
-2

.
17777.
1777 .
.10VDC 30VDC :
.40mA
.160kHz
.12000r.p.m
.40N

28

.2.2

.

: 4.2

.17.2 WCS
WCS ,
readhead
coderail .
readhead u ( )
.1mm

29

coderail

.
WCS :
-1
-2
-3
-4

.
.
.12m/s
.0.4mm

: 5.2 WCS

30

.
,
.

...11 Single Automotion , Push Button Control

,
,
. ,


.

..111 Collective Control

,
.
, ,


.

.

...11 Selective Collective Control

,
,
.

.

31

.

.
.

:
-. .
-1 .
-. ,
,
.

...11

.
,
.
.
:
-

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( ).
.
.
.
.

, .
,
.
, .
.

32

( ) ,
() , , .

.


.
, , 211 :
-.
-1
-.
-.

.
.
.
.

: 211



. ( )

( .)C


.

33

...11
, ,
, , :
-.
-1
-.

.
.
.

..1..11

,
.
( )Hall Call
( .)C

.
.
:

34

.
,
.
, ,
( )20% - 100%
. , , a.211
,

. , , b.2..
,
.

( )a

( )b
7.2

35

.11..11
:
-. :
, ,
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-1 : (
) ,
( ) , .a.112
:
.
.

( )b

( )a
2.8

..1..11
,
.
( )100. ,
( generic
.)algorithm

36

-. :

%20
%.0
.

()%.0 - %.0

.
.
:
7500 12000 kW/Hrs 2000 kWh/year .

: %05
.

() .

.

-1 :

.



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.
.

-. :

.

.

37

.


.%80
560 :
kWh/year

15
.

.%30
:
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, (
)
.

:




( )




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:



.

.

.350kWh/year

38

( .... -)
%09
, , .....
.
.standby mode

.2.61


( 15
)lm/w
( )CFLS ( )50 lm/w
.999 ,

( )100 ml/w

,
( )150 lm/w
09999
.

.2.61
EC : Electronically Commutated
( : )EC
, ,
,
.
EC motor AC motor EC

.

()

. .



.
,
,
, .

,
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.2.61
.262.61

,
,

.

.162.61




.

.262.61

,

.

.2061
2.5m/s


.
,
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98%

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)..

1:1

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1:2
1:2
1:2

b
c
d
e

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( )c,d,e 1:2
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.

Al Fattan, Dubai

Taipei 101, Taipei

Trump Tower , Chicago

2005 :

2004 :

2009 :

55 :

101 :

97 :

20 :

, 12
()
.

:


,


,
.

27 :
(.)8m/s

43

Galileo Tower, Frankfurt

2004 :
36 :
15 :

,
.

International Finance
Center, Shanghai

Shard London Bridge ,

London

2010 :

2012 :

63 :

66 :

99:
4

,

.

36 :
14
,

.

44

101
(101
) ( 509) .
.Double Deck
8,5 .
( )89

. ( )16,8m/s
( )60km/h ( )10m/s

( .)37km/h ( )

.

.

.



.

,

.

.


%10 ( )

.
( )9 - 84
( )112m ,
( ) ( 58 )35
Double Deck
.

.
.
,

.
,

45

,
.

.

, ,
.

.

46

1010

.
.


.
0011kg
1010
600,
.
3.282m

:
39 ( 3.282)
, ( )1186kw
. ,
( .)750m/min
( , )1010m/min .
( )PMSM ( 168kw
)1168kw .

( .)1010m/min
.

47

:
.
.
.

Atmospheric Control System

3.282
.48hPa=4.8Pa
.



.

48

Noise-Aerodynamic Capsule

, .

,
.


.

Reducing Vibration-Roller Guide

.



.

49

Active Mass Damper

. , (
)
. %20
.

:

.

50

Governor

.

Safety Device
, .
23 1300m/min .
, .

Oil Buffer

10 .
,
()
11
.

51

. ()P-wave
(.)S-wave

. .

52

.3.1 ()DC

,
.

.3.1
.3.3.1
, AC
( AC)

.
) (VVVF
V/F .

.3.3.1
) (LIM ) (NIM

.
.

.

.


).(10m/s
) (car

.

.

53

.1.1
.3.1.1 PMSM

, , ....


.



) (SmCo ) (NdFe8 , .3.1

3.1

PMSM

, PMSM

, ( )PWM VVVF .
PMSM

.
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KONE PMSM , ,
( PMSM)
.

54

( )sheave
.

.

.
.
( , , ,)
.
. %31

, .3.1

3.1

55

1.1 ....

: 1.1

.3.1.1


( )PM-LSM .

.

.
( +)
. .

: 3.1

56

.3.4

,
.
,

.
,
) ,(100kw

.

,
:
:
.
.
.
( ) .
:
-

.
.
.
.
.
.

.3.4
.3.3.4 SPM

.

57

. .

,
. ) (60Hz
)
=
. (
, .3.4

3.4

.3.3.4 IPM

, .3.4
:
, . de q ).
(
.

.

e

58

3.4
.3.4



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3.4
.

3.4
3.4
, .
.

59

3.4

.
.
(
) . :

(.)rad/s

.
,
.

.

60

.4.1

.
) (WFSMs ()
(
).
) (50Hz - 60Hz
.
:
-

.
.
.
.
.
.

.4.1 PM Machine Drive

.

:
[ ] .
. :
).Field Oriented control (FOC - ).Direct Torque control (DTC

61

DTC

V/f = const.

FOC

.4.4.1
.2.2.1.1 v/f = const.


.
. ( )
/ /
.v/f=const. .
:
. . :
. .

.
.
.

.

62

.1.2.1.1 ()v/f = const.

4.1
.


( ) .

.4.1
:
-4
....
-4 .
-3 .
( )

-1
.
-5
( )
.

4.1

63

.4.2.1.1 ()Encoder
.

.
:
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2.4.2.1.1

.
) (LED
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4.1
( )4
) (0101 ) (5 .
) ( =16 ) (360/16=22.5
) (45 .

4.1
41 ) (14BIT 0.04
.

64

.
3.1
.
) ( .
)
( ) (
) ( . ) (Phototrans + LED

1
) ( ) ( .
.

3.1
)
.

( ) (

) (
) ( 4.2 ) (
.
720 .1

65

.4.4.1
.2.1.1.1
1.1

) .
) (
(
.
)
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(
() ( )cos( ),sin
( )de,qe .
) .
) (
(
.



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(

1.1
:
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.
.

66

.1.1.1.1


.

( )a,b,c :
]

[]

[=]

.....

[ =]

.4.4.4.4.1
() (

).

: 5.1
( )a,b,c (

09

[]

[=]
67

&

=]

.4.4.4.4.1

:

]
(

)
)

[])
)

[=]

)
)

[
(
(

= ])

[
)
]

[=

])

( )d,q . q d 09
q d 09

68

: 4.1

[]) (

[=]

= ]) (

[
)

]
(

]) (

) :

:
)
)
]) (
(.)d,q

=)

() = cos

[ ])

69

.4.1.1.1 ): Field Oriented Control (FOC

. Ls (

) .
.
2.1

2.1
:
:

) (

.
)( cos

4.1

() ( )cos( ), sin .
( )SPM :
. .
.

2.1
. 4.1
.

70

: 4.1

. :

0.1 .
.

.
:
)(

| |

)(

| |

71

)
) (

| | ) (

: 0.1

72

.
( )dq
.
( )d-axis (.)q-axis
( )dq
( )dq.


(.)Incoder
:
).rotor oriented FOC (RFOC ).Stator oriented FOC (SFOC 49.1 .torque control mode
:
( ). . - .

.2.4.1.1.1 FOC
10.4 ( )Control Property
)
(
.

( )dq

. cos( )=1
.

.
.

.
.

73

.

.


.

( )d-axis

. 09

.
( )q-axis
.

.1.4.1.1.1 :RFOC
49.1
. .

( )dq . abcdq
.


. PI
( )dq
) ) .
( )Duty Cycle
( )VSI .

.

74

: 49.1 ( )
44.1


.

PI
. 44.1


.
349 .
.


.

75

: 44.1 ( )

: 44.1 ( )

76

.1.4.4.1 )Direct Torque Control (DTC

( )DTC
( )inverter .
....


(.)SVPWM

.


.

.

.4.1.4.4.1
PMSM ( )d,q :

:
)
)

( =
(

.4.1.4.4.1


.
:

77

( )1-2 ms ( )40 Hz
( )10-20 ms
.

( ) .
0.5Hz


.
.

: 43.1

78

 MATLAB\simulink

. :
(.)PMSM . MATLAB
.
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,


.

79

 MATLAB\simulink

.5.1
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: .
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80

 MATLAB\simulink

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81

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b 551
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82

 MATLAB\simulink

(.
)
(
)
5.1
. :
[

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83

] [

 MATLAB\simulink

5.3 .

.5.1

. :

84

:
(

 MATLAB\simulink

))

( (

P :
)

P :
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1.1

85

 MATLAB\simulink

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.
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86

 MATLAB\simulink

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dq
:

dq
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.

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dq dq
:

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87

 MATLAB\simulink

.5.5.1

:
:

.a

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.1.5.1 ( )Time Phasors ()Space Vectors

dq :

s , dq :
)

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88

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89

 MATLAB\simulink

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:

90

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N.m

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91

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92

 MATLAB\simulink

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93

 MATLAB\simulink

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=

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cos

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=

electrical.radian.

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{ =

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94

 MATLAB\simulink

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95

 MATLAB\simulink

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pu

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96

 MATLAB\simulink

:

( ).
.

97

 MATLAB\simulink

: 5.6 MATLAB/simulink

98

 MATLAB\simulink

...1...

: 5.6 dq

99

 MATLAB\simulink

...2...

100

 MATLAB\simulink

...a...

: 5.6 ()q-axis

101

 MATLAB\simulink

...b...

: 5.6 ()d-axis

102

 MATLAB\simulink

...c...

: 1..6

103

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113

Gearless AC Machines
Frame 400, 500, 800 Series

Compact design, high efciency and extreme reliability have conrmed the Imperial
Electric Gearless AC Machines to be a favorite in the industry. Models available: Frame 400
Series, 500 Series, LS Series and 800 Series.
Compact design, high efciency and
extreme reliability have conrmed the
Imperial Electric Gearless AC Machines
to be a favorite in the industry. Models
available: Frame 400 Series, 500 Series,
LS Series and 800 Series.

Unlike traditional induction motors that lose efciency at lower speeds, Imperial Electric gearless
AC machines provide unusually capable low speed, high torque operation and consume up to 40%
less power than traditional asynchronous motors. Imperial Electric gearless AC machines are also
noticeably quieter than the competition and are nearly maintenance-free.
Imperial Electric machines are known for durability and reliability. Imperial Electric gearless AC
machines use rugged cast iron frames protecting a totally enclosed, self-cooling motor. Machine brake
and sheave assemblies are removable and replaceable features that will provide cost savings over
long years of service.
Imperial Electric provides gearless AC machines in three frame sizes serving car capacity ranges
from 1,250 to 8,000 lbs. at speeds from 100 to 1,400 fpm (feet per minute). The 470 series has the
capacity to lift 1,375 to 4,000 lbs. at speeds up to 500 fpm with 2:1 roping. The 520 series has the
capacity to lift 2,000 to 3,000 lbs. up to 700 fpm with 1:1 roping or 2,200 to 6,500 lbs. up to 700 fpm
with 2:1 roping. The 800 series has the capacity to lift 2,000 to 4,500 lbs. up to 1,400 fpm with 1:1
roping or 3,000 to 8,000 lbs. up to 700 fpm with 2:1 roping.
With the introduction of gearless AC machines to complement industry-leading, gearless DC machines,
Imperial Electric boasts the most comprehensive gearless machine line in the elevator industry.
BENEFITS

FEATURES

High efciency

AC synchronous permanent magnet design

Reduced power consumption

Machine, traction sheave, brake and

encoder provided

Quieter operation
Less cogging
Smoother start up

Totally enclosed, self-cooling motor no

fan needed

Compact design

Electronically activated double-action

brake solenoid

Reduced low speed vibration

Brushless no brushes to maintain

Improved electrical precision at very

low speed

Heavy duty components and construction

Nearly maintenance-free

CUS certied

Sub base with secondary sheave options

Re-greasable bearings
Press t hardened drive sheave

Imperial Electric

Gearless
Elevator Machines
Gearless AC Machines
04

Frame 400 Series: 472, 475, 478

ADDITIONAL FEATURES
MODEL 472

MODEL 478

902 lbs.

1,367 lbs.

682 ft.-lbs. brake torque per shoe

1,400 ft.-lbs. brake torque

per shoe

6,600 lbs. maximum sheave shaft load

510mm undercut U grooves for single wrap

11,025 lbs. maximum sheave

shaft load

MODEL 475

810mm undercut U grooves

single wrap

1,012 lbs.
734 ft.-lbs. brake torque per shoe
11,000 lbs. maximum sheave shaft load

Frame 470 has the capacity to lift

1,375 to 4,000 lbs. at 100 to 500 fpm
with 2:1 roping.

610mm undercut U grooves single wrap

Frame 400 Series 2:1 duty table

FPM

125

200

300

400

500

Freq. (Hz)

10.1

16.2

24.3

32.3

40.4

RPM

61

97

146

194

243

Capacity (lbs.)

HP

Amps

HP

Amps

HP

Amps

HP

Amps

HP

Amps

2000

4.5

10.0

7.1

10.0

10.7

17.0

14.3

22.0

17.8

22.0

2200

4.9

11.0

7.8

11.0

11.8

18.7

15.7

24.2

19.6

24.2

2500

5.6

11.1

8.9

11.1

13.4

17.8

17.8

27.5

22.3

27.5

2750

6.1

12.2

9.8

12.2

14.7

19.6

19.6

30.2

24.5

30.2

3000

6.7

13.4

10.7

13.4

16.0

21.4

21.4

33.0

26.7

33.0

3500

7.8

17.3

12.5

17.3

18.7

28.0

25.0

41.2

31.2

41.2

4000

8.9

19.8

14.3

19.8

21.4

32.0

28.5

47.0

35.7

47.0

Model 472

Model 475

Model 478

All specications at 50% counterweight. Consult Imperial Electric for other ratings.

Frame 400 Series dimensional diagrams: Page 20

Efciency in Motion
05

20

Gearless AC Machines
Frame 400 series dimensional diagrams

Model 472

Model 475

Model 478

Model 478
Note: Contact Imperial Electric for actual dimensions.

20

Frame 500 Series: 522, 525

ADDITIONAL FEATURES
MODEL 522

MODEL 525

2,596 lbs.

3,630 lbs.

1,105 ft.-lbs. brake torque per shoe

2,215 ft.-lbs. brake torque per shoe

17,600 lbs. maximum sheave shaft load

22,000 lbs. maximum sheave shaft load

20 inch sheave

20 inch or 25 inch sheave

7-1/2 inch V grooves single wrap

7-1/2 inch or 6-5/8 inch V grooves single wrap

Frame 500 Series 1:1 duty table

Frame 520 has the capacity to lift 2,000
to 3,500 lbs. at speeds to 700 fpm with
1:1 roping or 2,200 to 6,500 lbs. at
speeds to 700 fpm with 2:1 roping.

FPM

300

350

400

500

600

700

Freq. (Hz)

7.6

8.9

10.2

10.2

15.3

17.8

46

RPM

53

61

61

92

107

Capacity (lbs.)

HP

Amps

HP

Amps

HP

Amps

HP

Amps

HP

Amps

HP

2000

10.1

20.0

11.8

20.0

13.5

20.0

16.8

31.0

20.2

31.0

23.6

31.0

2500

12.6

25.0

14.7

25.0

16.8

25.0

21.0

39.0

25.3

39.0

29.5

39.0

3000

15.2

30.0

17.7

30.0

20.2

30.0

25.3

47.0

30.3

47.0

35.4

47.0

3500

17.7

35.0

20.6

35.0

23.6

35.0

29.5

55.0

35.4

55.0

41.2

55.0

Model 525

Amps

All specications at 50% counterweight and 25 inch sheave. Consult Imperial Electric for other ratings

Frame 500 Series 2:1 duty table

FPM

300

350

400

500

600

700

Freq. (Hz)

19.1

22.3

25.5

31.8

38.2

44.6

115

RPM

134

153

191

229

267

Capacity (lbs.)

HP

Amps

HP

Amps

HP

Amps

HP

Amps

HP

Amps

HP

2000

10.7

19.0

12.5

19.0

14.3

19.0

17.8

23.7

21.4

32.3

25.0

Amps
32.3

2500

13.4

23.7

15.6

23.7

17.8

23.7

22.3

29.7

26.7

40.3

31.2

40.3

3000

16.0

28.5

18.7

28.5

21.4

28.5

26.7

35.6

32.1

48.4

37.4

48.4

3500

18.7

33.2

21.8

33.2

25.0

33.2

31.2

41.5

37.4

56.4

43.7

56.4

4500

24.1

40.1

28.1

40.1

32.1

40.1

40.1

51.5

48.1

70.5

56.1

70.5

5000

26.7

46.8

31.2

46.8

35.7

46.8

44.6

57.1

53.5

80.2

62.4

80.2

5500

29.4

51.5

34.3

51.5

39.2

51.5

49.0

62.8

58.8

88.3

68.6

88.3

6500

34.8

60.8

40.6

60.8

46.3

60.8

57.9

74.2

69.5

104.3

81.1

104.3

Model 522

Model 525

All specications at 50% counterweight and 20 inch sheave. Consult Imperial Electric for other ratings.

Frame 500 Series dimensional diagrams: Page 21

Imperial Electric

Gearless
Elevator Machines
Gearless AC Machines
06

Gearless AC Machines
Frame 500 series dimensional diagrams

21

Model 522

Model 525

Model 525 available in 20 inch and 25 inch sheaves.

Model 525
Note: Contact Imperial Electric for actual dimensions.

21

Frame LS Series: 478-LS, 522-LS, 525-LS

ADDITIONAL FEATURES
MODEL 478-LS

MODEL 525-LS

1,536 lbs.

3,830 lbs.

1,111 ft.-lbs. brake torque per shoe

3,000 ft.-lbs. brake torque per shoe

11,025 lbs. maximum sheave shaft load

22,000 lbs. maximum sheave shaft load

20 inch sheave

25 inch sheave

5-1/2 inch V grooves single wrap

71/2 inch or 6-5/8 inch V grooves

single wrap

MODEL 522-LS
3,275 lbs.
1,868 ft lbs. brake torque per shoe
17,600 lbs. maximum sheave shaft load

Frame LS Series has the capacity to

lift 1,000 to 3,500 lbs. at traditional
geared speeds from 100 to 450 fpm
with 1:1 roping.

20 inch sheave
7-1/2 inch V grooves single wrap

Frame LS Series 1:1 duty table

FPM

100

200

300

400

450

Capacity

HP

Amps

HP

Amps

HP

Amps

HP

Amps

HP

Amps

1000

1.7

12.2

3.4

12.2

5.9

12.2

6.7

12.2

17.8

22.0

1500

2.5

18.3

5.1

18.3

8.8

18.3

10.1

18.3

17.0

17.0

1800

3.0

20.0

6.1

20.0

10.6

20.0

12.1

20.0

22.3

20.0

2200

3.7

22.0

7.4

22.0

13.0

22.0

14.8

22.0

24.5

22.0

2500

4.2

25.0

8.4

25.0

14.7

25.0

16.8

25.0

18.9

25.0

3000

5.1

30.0

10.1

30.0

17.7

30.0

20.2

30.0

22.7

30.0

3500

5.9

35.0

11.8

35.0

20.6

35.0

23.6

35.0

26.5

35.0

Model 478-LS

Model 522-LS

Model 525-LS

All specications at 50% counterweight Consult Imperial Electric for other ratings

Frame LS Series dimensional diagrams: Pages 22 - 23

Efciency in Motion
07

22

Gearless AC Machines
Frame LS series dimensional diagrams

34.15
[867.5]
31.77
[807.0]
2.73
[69.4]

174
WRAP ANGLE

12.75
[323.7]

20.00
[ 508.0]
DRIVE SHEAVE

22.75
[577.9]

22.48
[571.0]

34.53
[877.1]

WARNING PLATE

NAME PLATE

46.35
[1177.4]
14.27
[362.5]
12.60
[320.0]

12.11
[307.6]
8.94
[227.0]

23.60
[599.5]

8.00
[203.2]

RL1

15.07
[382.7]

RL2

1.00
[25.4]
ISOLATION
PADS

" ROPES
4-1
2

1.00
[25.4]
ISOLATION PAD
PLATES

478 LS MACHINE BASE

(IMPERIAL SUPPLIED)

4.37
[111.1]

ISOLATION PADS
(IMPERIAL SUPPLIED)

8.00
[203.2]
MACHINE BEAMS

30.59
[777.1]
12.25
[311.1]

4.00
[101.6]
SLAB

8.25
[209.6]

3.25
[82.6]

5.00
[127.0]

20.00
[ 508.0]
deflector sheave
MOUNTING TBD BY
CUSTOMER
24.37
[619.1]

Model 478-LS

169
wrap angle

5.41
[137.3]

35.46
[900.7]
34.65
[880.0]

27.80
[706.0]
19.08
[484.6]

8.95
[227.4]
23.74
[603.0]
36.73
[933.0]

17.72
[450.0]
54.73
[1390.2]
14.17
[360.0]

20.39
[517.9]
9.00
[228.6]

33.44
[849.4]
1.00
[25.4]

RL1

20.16
[ 512.0]
DRIVE SHEAVE

" ROPES
4-1
2

36.00
[914.4]

RL2

30.99
[787.2]

29.53
[750.0]

8.00
[203.2]

522 LS MACHINE BASE

(IMPERIAL SUPPLIED)
ISOLATION PADS
(IMPERIAL SUPPLIED)

9.92
[252.0]

MACHINE BLOCKING BEAMS

(IMPERIAL SUPPLIED)

10.00
[254.0]
MACHINE BEAMS

49.24
[1250.7]

12.25
[311.1] 6.25
[158.8]

20.00
[ 508.0]
deflector sheave
MOUNTING TBD BY
CUSTOMER

Model 522-LS
22

3.00
[76.2]

3.25
[82.6]
30.00
[762.0]
ROPE DROP

4.00
[101.6]
SLAB

23

Gearless AC Machines
Frame LS series dimensional diagrams

33.78
[858.0]

155
EKARB LAUNAM EHT GNISAELER RETFA
EKARB EHT NO KRAM A .ESAELER
T ESER EHT HTIW NGILA TSUM ESAELER
.LACED NO ENIL NOITISOP

.SSECCA YSAE ROF ELDNAH EROTS DNA EVOMER

YLNO TSUM ESAELER EKARB LAUNAM

LENNOSREP DEIFILAUQ YB DESU EB

ESAELER
NOITCERID

TESER
NOITISOP

9.23
[234.5]
26.03
[661.0]
EUQROT EKARB DNA NOISSERPMOC GNIRPS
EDIS ELGNIS NO EUQROT HTGNEL DERUSAEM
).tf.bl(
)HCNI( L

EKARB L
C

59.91
[1521.8]
13.99
[355.4]

6-5/8" ROPES

1.00
[25.4]

75.02
[1905.4]
8.00
[203.2]

8.00
[203.2]
MC 8 X20 C CHANNEL

43.01
[1092.5]

25.00
[635.0]
DEFLECTOR SHEAVE
42.54
[1080.5]

25.00
[635.0]

7.00
[177.8]

8.00
[203.2]

525 LS MACHINE BASE

WITH DEFLECTOR SHEAVE
8.00
[203.2]

1.00
[25.4]
AIRLOC ISOALTION
(IMPERIAL SUPPLIED)
1.00
4.00
[25.4]
[101.5]
ISOLATION PAD
PLATE
W 6 X 25 blocking beams
(customer supplied)

3.00
[76.2]

10.00
[254.0]

8.25
[209.4]

44.06
[1119.1]

6.00
[152.4]

25.00
DEFLECTOR
SHEAVE
(IMPERIAL SUPPLIED)

S 12X 31.8
MACHINE BEAMS

76.04
[1931.4]

40.50
[1028.6]
ROPE DROP

40.25
[1022.5]

Model 525-LS with base and deector sheave

39.03 (991.3)
157 wrap angle
25.0 (635)
26.54 (674.0)

30.8 (782.2)
7.87 (200)

48.0
(1219.2)

1.0 (25.4)
Isolation Pads
W 8 x 24 Blocking Beams

4.0 (101.2) Slab

12.0 (304.8)
Machine Beams

25.0 (635)

19.25 (489)

3.25 (82.6)

46.0 (1168.3)
Rope Drop
16.0
(406.5)
Typical

10.0 (254.1)
Typical

Model 525-LS
23

Frame 800 Series: 805, 808, 808-HD

ADDITIONAL FEATURES
MODEL 805

40,000 lbs. maximum sheave shaft load

4,880 lbs.

125/8 inch on 26 inch sheave or 14 - 9/16

inch on 22.5 inch U grooves double wrap.
V groove available consult Imperial Electric.

2,400 ft.-lbs. brake torque per shoe

40,000 lbs maximum sheave shaft load
125/8 inch on 26 inch sheave or 149/16 inch
on 22.5 inch U grooves double wrap.
V grooves available consult Imperial Electric.

MODEL 808-HD

MODEL 808

60,000 lbs. maximum sheave shaft load

6,305 lbs.

125/8 inch on 26 inch sheave or 149/16 inch

22.5 inch U grooves double wrap. V groove
available consult Imperial Electric.

6,305 lbs.
3,470 ft.-lbs. brake torque per shoe

3,470 ft.-lbs. brake torque per shoe

Frame 800 has the capacity to lift 2,000
to 4,500 lbs. at speeds to 1,400 fpm
with 1:1 roping or 3,000 to 8,000 lbs. at
speeds to 700 fpm with 2:1 roping.

Frame 800 Series 2:1 duty table

FPM

400

500

600

700

Freq. (Hz)

43.1

53.9

64.6

75.4

RPM

500

FPM

600

176.3

205.7

Amps

HP

Amps

HP

Amps

HP

3000

21.4

58.0

26.7

58.0

32.1

58.0

37.4

73.0

3500

25.0

68.0

31.2

68.0

37.4

68.0

43.7

85.0

4000

28.5

77.0

35.7

77.0

42.8

77.0

49.9

97.0

4500

32.1

87.0

40.1

87.0

48.1

87.0

56.1

109.0

800

Amps

5000

35.7

97.0

44.6

97.0

53.5

97.0

62.4

121.0

5500

39.2

107.0

49.0

107.0

58.8

107.0

68.6

133.0

6000

42.8

116.0

53.5

116.0

64.2

116.0

74.9

145.0

6500

46.3

117.0

57.9

117.0

69.5

144.0

81.1

144.0

7000

49.9

126.0

62.4

126.0

74.9

155.0

87.3

155.0

7500

53.5

136.0

66.8

136.0

80.2

166.0

93.6

166.0

8000

57.0

145.0

71.3

145.0

85.6

177.0

99.8

177.0

Model 805

700

146.9

HP

Frame 800 Series dimensional

diagrams: Page 24
Frame 800 Series 1:1 duty table

117.5

Capacity (lbs.)

Model 808

900

50% counterweight. Consult Imperial Electric for other ratings.

1000

1200

1400

Capacity

HP

RPM

Amps

HP

RPM

Amps

HP

RPM

Amps

HP

RPM

Amps

HP

RPM

Amps

HP

RPM

Amps

HP

RPM

Amps

HP

RPM

2000

16.8

73.5

41.0

20.2

88.1

41.0

23.6

102.8

41.0

26.9

117.5

73.0

30.3

132.2

73.0

33.7

146.9

73.0

40.4

176.3

73.0

47.1

205.7

Amps

91.0

2500

21.0

73.5

51.0

25.3

88.1

51.0

29.5

102.8

51.0

33.7

117.5

91.0

37.9

132.2

91.0

42.1

146.9

91.0

50.5

176.3

91.0

58.9

205.7

114.0

3000

25.3

73.5

61.0

30.3

88.1

61.0

35.4

102.8

61.0

40.4

117.5

110.0

45.5

132.2

110.0

50.5

146.9

110.0

60.6

176.3

110.0

70.7

205.7

137.0

3500

29.5

73.5

71.0

35.4

88.1

71.0

41.2

102.8

71.0

47.1

117.5

119.0

53.0

132.2

119.0

58.9

146.9

119.0

70.7

176.3

146.0

82.5

205.7

146.0

4000

33.7

73.5

82.0

40.4

88.1

82.0

47.1

102.8

82.0

53.9

117.5

137.0

60.6

132.2

137.0

67.3

146.9

137.0

80.8

176.3

167.0

94.3

205.7

167.0

4500

37.9

84.9

79.0

45.5

101.9

79.0

53.0

118.8

133.0

60.6

135.8

133.0

68.2

152.8

133.0

75.8

169.8

133.0

90.9

203.7

163.0

Model 805

Model 808

Model 808-HD

All specications at 50% counterweight. Consult Imperial Electric for other ratings.

Imperial Electric

Gearless
Elevator Machines
Gearless AC Machines |
Gearless DC Machines
08

24

Gearless AC Machines
Frame 800 series dimensional diagrams

Model 805
Model 805 available in 22.5 inch and 26 inch sheaves.

Model 808

Model 808

Model 805 available in 22.5 inch and 26 inch sheaves.

Note: Contact Imperial Electric for actual dimensions.

24

Research on Low-speed Gearless Permanent Magnet Synchronous Motor for

Elevator Drive
J. H. Wang, F. W. Tan, R. L. Jin
Department of Electrical Engineering, Shanghai Jiao Tong University, Shanghai 200030, China
AbstractSome key problems in designing low-speed
gearless permanent magnet synchronous motor (PMSM) is
discussed in this paper. Firstly, measures to reduce harmonic torque are proposed. Secondly, magnetic circuit
structure of PMSM is surveyed to make corresponding selection. At last, finite element analysis of a low-speed gearless PMSM for elevator drive is proposed. A real PMSM
product verified the design.

I. INTRODUCTION
Owing to requirement of modern society, high frequency, efficiency and comfort of work and living, modern elevators require more and more sophisticated drive
requirement, such as permissible load, travel velocity,
landing precision, passenger comfort, low energy consumption and linear toque control etc. All traditional control systems, such as DC motor drive, variable-poles AC
motor drive, variable-voltage AC motor drive and VVVF
AC motor drive cannot satisfy the requirement of modern
elevator. The low-speed gearless permanent magnet synchronous motor (PMSM) is a hot topic in techniques for
modern elevator drive in recent years in the world [1], [2].
Variable-poles two-speed AC motor, VVVF controlled DC motor and disc-type PMSM drive system has
presented tradition-breaking improvement compare with
hydraulic system [3], [4]. Nonetheless, in electric drive
system, the perfect performance of lower-speed gearless
PMSM is incomparable. Its performance is showed in
details as follows: high efficiency, saving of energy consumption; compact structure, less dimensions, less weight;
protection for environment and reduction of noise; solidity, reliability, and long-life; excellent control performance which provides safety and comfort.
Some key problems in designing lower-speed gearless
PMSM is discussed here.
Firstly, measures to reduce harmonic torque are proposed. The motor is design for modern high-performance
elevator, so the precision of orientation, the smooth ride
and the noise of motor should be under consideration.
Especially the stability of operation at low speed is very
important. Thus, torque fluctuation should be as small as
possible. The constant torque is derived from sinusoidal
induced electromotive force and current. In fact, excitation magnetic field excited by rotor or stator windings is
not ideal sinusoidal. Furthermore, inverter will add high
order harmonic to current is called ripple torque. And
existing of the slot and tooth also can lead to torque fluctuation which is called alveolus torque.
Secondly, Magnetic circuit structure of PMSM is surveyed to make corresponding selection. Considering the
electromagnetic torque and characteristics of torque-angle
in PMSM, possibility of the use of magnetic reluctance

454

toque is discussed. Compared with outer-rotor structure, it

is obvious that inner-rotor structure is bigger and heavier
than outer-rotor structure. If taking account of heat dissipation, the inner-rotor structure is better because the copper loss is the most important part of total loss can emit
from the surface of motor. 3 kinds of magnetic circuit
structures were analyzed. They are structure with magnet
on the surface, structure with magnet embedded into rotor,
and structure with magnet under surface. Then some conclusions are made.
It is important to get correct parameters, such as armature reactance in d-axis and q-axis for electrical design of
PMSM and its control. So, finite-element analysis of a
low-speed gearless permanent magnet synchronous motor
for elevator drive is proposed here. The computation
model of electromagnetic field of PMSM which is applied
field-oriented control method is constructed. After the
boundary condition and exciting sources are deduced
from design data, a simplified two-dimensional static
magnetic field problem is computed. From the results of
FEM computation, we proposed a method to get the armature reactance in d-axis and q-axis under saturation [5],
[6].
II. MEASURES TO REDUCE HARMONIC WAVE TORQUE
The PMSM is designed for modern high-performance
elevator, so the precision of orientation, the smooth ride
and the noise of motor should be under consideration.
Especially the stability of operation at low-speed is very
important. Thus, torque fluctuation should be as small as
possible.
The constant torque is derived from sinusoidal induced electromotive force and current. In fact, excitation
magnetic field arose by rotor or stator winding is not ideal
sinusoidal. Furthermore, inverter of electromotive force
and stator current is called ripple torque. And the existing
of the slots and teeth also can lead to torque fluctuation,
which is called alveolus torque. Reasons of the harmonic
torque and the corresponding methods of resolution are
discussed as follows.
Quantitative analysis of ripple torque is present as follows under magnetic field-oriented control. We assume,
1) Magnetic circuit is not saturated; armature reactance of quaternion axis can be ignored.
2) No damping effect of magnet and iron in rotor.
3) Windings in stator are symmetric in three phases
and connect type is Y type.
Current and electromotive force in phase A is shown
as follows:
iA ( t ) = I m1 sin (1t ) + I m 5 sin ( 51t )
+ I m 7 sin ( 71t ) +"

(1)

eA ( t ) = Em1 sin (1t ) + Em 3 sin ( 31t )

+ Em 5 sin ( 51t ) + Em 7 sin ( 71t ) + "

(2)
In (1) and (2), 1 is angular frequency of fundamental
wave, which is rotor electrical angular frequency in
steady state.
Then, electromagnetic power in phase A is
eA ( t ) iA ( t ) = P0 + P2 cos ( 21t )
.
(3)
+ P4 cos ( 41t ) + P6 cos ( 61t ) + "
By the same token, electromagnetic power of phase B
and C is

2
eB ( t ) iB ( t ) = P0 + P2 cos 2 1t
3


2
+ P4 cos 4 1t
3

(4)

2
+ P6 cos 6 1t + "
3


4
eC ( t ) iC ( t ) = P0 + P2 cos 2 1t
3


4
+ P4 cos 4 1t
.
(5)
3

4

+ P6 cos 6 1t + "
3

Electromagnetic torque is
1
Tem ( t ) = eA ( t ) iA ( t ) + eB ( t ) iB ( t ) + eC ( t ) iC ( t ) . (6)

is mechanical angular velocity of rotor.

Substituting (2)-(5) for (6), we got
Tem ( t ) = T0 + T6 cos ( 61t )

+T12 cos (121t ) + T18 cos (181t ) + "

(7)

and
Em1
T0

T
E E
3
6
m
7
m5
=

T12 2 Em13 Em11

T18
Em19 Em17

Em 5
Em11 Em1
Em17 Em 7

Em 7
Em13 + Em1
Em19 Em 5

Em 23 Em13

Em 25 Em11

Em11 I m1
Em17 + Em5 I m 5 .
Em 23 Em1 I m 7

Em 29 Em 7 I m11

(8)

As analysis above, interaction of harmonic wave between induced electromotive force and current with the
same order leads to average torque, and the interaction of
harmonic wave with different order produces the ripple
torque of 6th order. The amplitude of ripple torque is in
reference to the aberrance of induced electromotive force
and current.
While the system is running in high-speed zone or the
outer-rotor structure is adopted, the ripple torque can be
absorbed by inertia of rotor. But in low-speed zone, the
fluctuation of rotor affects the stability of speed and precision of orientation. We should consider this to reduce
ripple torque during the design.
Alveolus effect comprises tangential component of interaction between magnet and tooth in stator. Especially
under low-speed drive, alveolus torque affects the precision of orientation, brings vibration and noise. When the
rotor is running, permeance between the magnet and the
stator tooth on the center of magnet keeps the same. So

455

the magnetic field around stator tooth is almost keep same

too. But, in the close area which consists of one or two
stator tooth on the side or magnet, permance changes
largely, which induces stored energy changes in the magnetic field and produces alveolus torque. Alveolus torque
mainly occurs in the corner one both sides of magnet, not
in the whole magnet. After the rotor rotates from one
tooth to another, pulsant torque on both sides form alveolus torque. This torque is a periodic function, whose
wavelength of fundamental wave equals to pitch of the
stator teeth.
To reduce ripple torque, we should diminish harmonic
wave in induced electromotive force and current. Following measures are used in the design.
1) Increase the number of slots per pole per phase,
which is named q, to weaken high order harmonic wave
in induced electromotive force. In designing low-speed
motor, it is difficult to increase the number of slots. Then,
fractional slot is adopted. For example, in one design
scheme: Z1 = 45 , p = 10 , q = 3 / 4 , q = 3 . In another
design scheme: Z1 = 45 , p = 6 , q = 5 / 4 , q = 5 . Z1 is
the number of stator slots, p is the pole pairs, and q is
the equivalent integral slots per pole per phase. It is obvious that q increased greatly. This is in favor of reducing
the high order harmonic. On the other hand, orientation
toque can also be diminished for the fractional slot structure. Orientation torque occurs in PMSM without power
supply, which forces rotor in a certain position.
2) Short pitch factor ( ) in stator windings should be
selected to weaken harmonic wave in induced electromotive force and current. Design of sinusoidal windings can
be adopted if necessary.
3) Current in stator should approach the ideal sinusoidal wave. In modern frequency transformer, for the usage
of new technology, higher order harmonic wave component replaces the lower one. Because the amplitude of
harmonic wave decreases with the increase of order, they
can be easily filtrated by rotor.
4) Make the best of shape and dimension of magnet
pole to make excitation field close to ideal sinusoidal
wave.
To reduce alveolus toque, following measures are
adopted in design.
1) Choose smaller width of notch or use magnetic slot
wedge to lessen changing of magnetic permeance.
2) The size of gap is designed as large as possible if it
affect the availability of magnet little.
3) Skewed slot in stator is adopted. If skew slot of
one-tooth pitch is applied, all alveolus toque harmonic
waves can be diminished and electromotive force harmonic waves (5th and 7th order) are reduced to 20%
while fundamental wave keeps the same. But skewed slot
in stator will affect the applied area of slot and increase
the copper loss.
4) Skewed pole in rotor is adopted. Technology of
skewed pole can be directly applied in magnetic circuit
structure with magnet on the surface.

III. MAGNETIC CIRCUIT STRUCTRURE OF PMSM AND CORRESPONDING SELECTION

So the adoption of inner-rotor structure with stator outside

is easy for the dissipation of the heat. Outer-rotor structure will lead to high temperature in stator winding for
there exist two big air gap conductive thermal resistances
(one is between the stator and rotor, the other is between
the field yoke and cabinet). With the enhancement of the
power, this factor should be considered.

A. Electromagnetic torque and characteristics of torqueangle in PMSM

If ignore the resistance of stator, electromagnetic
power can be express as follows:
Pem P1

mUE0
mU 2
sin +
Xd
2

1
1

sin ( 2 ) (9)
Xq Xd

P1 is the input power, Pem is the electromagnetic

power, U is effective phase voltage, E0 is effective
value of no-load back electromotive force per phase, X d
is d-axis synchronous reactance, X q is q-axis synchro-

2) Inner-rotor structure
Compared with outer-rotor structure, it is obvious that
the inner-rotor is bigger and heavier. If taking account of
heat dissipation, the inner-rotor structure is better because
the copper loss, which is the most important part of total
loss, can emit from the surface of rotor.
We choose three kinds of magnetic circuit structure to
analyze.

nous reactance, and is the angle of torque.

Divided by mechanical angular speed ( ), electromagnetic torque can be express by
Tem =

Pem

mpUE0
mpU 2
sin +
2
Xd

1
1

sin ( 2 ) . (10)
Xq Xd

is electric angular speed, p is number of pole pairs.

From (10), we got two parts of electromagnetic torque.
One is basic electromagnetic toque which is the first item
in (10), and this torque is produced by reaction of permanent magnet air gap magnetic field and the stator armature
reaction field, which can also be called permanent magnet
torque; the other occurs for asymmetry of magnetic circuit
in d-axis and q-axis, which is called magnetic reluctance
toque. Because the d-axis synchronous reactance of the
PMSM is always less than the q-axis synchronous reactance (except for structure with magnet on the surface),
magnetic reluctance torque is a negative sinusoidal function. Differing from the excited salient synchronous motor,
the torque angle at the maximum torque of the PMSM is
less than 90 degrees as usual, but large than 90 degrees.
B. Magnetic circuit structure of PMSM and corresponding selection
1) Inner-rotor vs. Outer-rotor
We only take radial magnetic field into account. The
magnetic circuit structure can be divided into outer-rotor
structure and inner-rotor structure based on the position of
rotor. Having the same outline, torque of outer-rotor
structure is large than inner-rotor, because the former only
contains the thickness of the field yoke and permanent
magnet in rotor while for the latter, it must consider the
thickness of the field yoke and the height of slot (in order
to layout sufficient conductors) in the stator. Outer-rotor
structure can increase moment of low-speed motor and to
arrange the magnets.
But with the increasing capacity required by highspeed elevator, we should take heat growing and heat
dissipation into consideration. If PMSM is designed in
reason, the copper loss of the stator winding will become
primary while iron-loss and mechanical loss change little.

Fig.1. Structure with magnet on the surface

Structure with magnet on the surface (shown in Fig.1)

is capable of many merits, i.e. simple configuration, low
manufacturing cost and low rotational inertia, etc. Furthermore, this type of permanent magnet is useful to realize optimized design so that the motor can gain air magnetic density close to sinus waveform. Because permeability of permanent magnet (NdFeB) is close to that of
air, this type of motor is equivalent to non-salient-pole
machine with even gap. Magnetic reluctance of d-axis is
equal to that of q-axis, and armature reactance is same
along the circle and magnetic reluctance toque is absent.

Fig.2. Structure with magnet embedded in rotor

456

PMSM can be used to get right result. An inner-rotor

structure with embedded magnet is discussed here.
A. Computation Model
The PMSM discussed here is used in elevator drive
system. Some parameters are listed in Table I.
TABLE I
MAIN PARAMETERS OF PMSM
Power (kW)
Current (A)
Number of stator slots
Pole pairs, p
Number of slots per pole per phase, q
Pitch factor,
Number of Parallel circuit, a

Fig.3. Structure with magnet under the surface

In structure with magnet embedded in rotor (shown in

Fig.2), magnets can be embedded in rotor directly.
Asymmetry characteristics of magnetic reluctance can be
made good use of. Although dynamic behavior of this
type is improved compared to structure with magnet on
the surface, flux leakage coefficient and manufacturing
cost is rising. In multi-pole motor, structure with magnet
under the surface (shown in Fig.3) is adopted to enlarge
magnetic density in gap.

34
80.3
45
6
5/4
0.8
3

Field-oriented control method is applied to this kind of

PMSM. So, the comprehensive vector of stator current
lags rotor field for a right angle. The vector diagram is
shown in Fig.4 and vectors are listed in Table II.

With structure shown in Fig.3, higher magnetic density can be obtained for magnetizing in cross direction
and the polarity of adjacent pole is equal. Obviously, the
problem about leakage coefficient and manufacturing cost
also occur. Besides, reluctance parameter can be calculated refer to routine structure.
C. Measures to reduce temperature in outer-rotor structure
In general, with the same armature diameter, motor
with outer-rotor structure has smaller outside diameter to
lessen the consumption of structural material. With the
inner diameter of shell, motor with outer-rotor structure
has some advantages, such as it bigger bulk of magnet
and higher gap flux density. But the rotational inertia of
outer-rotor structure is bigger than inner-rotor structure.
And during acceleration of elevator, the bigger dynamic
torque should be acted on the motor, which over tasks the
motor and inverter. It is very important that with growing
of running speed, capacity and loss of motor increase rapidly. There are 2 gap thermal resistances before heat can
emit from motor in the conventional structure. Especially,
to ensure the safe operation of the elevator, the gap between inner diameter of shell and outside diameter of
outer-rotor should be appropriate. So these two thermal
gap resistances increase the temperature of winding in
inner-stator. Recently, an improved structure of motor is
proposed. Through insulation, heat of copper loss in inner-stator reaches at iron core of stator, then emits into
surface of inner-stator with heat of iron loss, which is
propitious to decrease temperature.

Fig.4. Vector diagram of field oriented PMSM

U1
Ef
E
Iq
Xaq
R1
X1

TABLE II
VECTORS OF PMSM
Stator voltage
Excitation electromotive force
Inductive electromotive force in air gap
q axis current
q axis armature reactance
Stator resistance
Stator leakage reactance

The computation region is shown in Fig.5.

IV. FINITE-ELEMENT ANALYSIS OF LOW-SPEED PMSM

It is important to get correct magnet structure and parameters, such as flux density, armature reactance in daxis and q-axis for electrical design of PMSM and its control. Finite-element analysis of a low-speed gearless

Fig.5. Computation region

457

There are 2 pairs of poles, 15 slots in computation region. Other parts of the motor can be deduced from computation result in Fig.2 by symmetric characteristic.
There are 5 kinds of materials: magnet, steel, air, copper, and silicon steel.
The slot of stator is divided to two parts: upper coils
region and under coils region.
J A1 , J B1 , J C1 is current density of three phase A, B,
C. The number of conducts per slot ( N s ) is 48. And the
number of conducts in each part of slot ( N a ) is 24.
Then,
J A1 =

I A Na
S1 a

(11)

J B1 =

IB Na
S1 a

(12)

I N
= C a
S1 a

(13)

J C1

Fig.8. Vector diagram

Distribution of conducts and slots, star diagram of slot

electromotive force are shown in Fig.6 and Fig.7. The
axis of phase A lead N pole an electric angle of 120degree.

I A = 2 I cos

(16)

I B = 2 I cos ( 120 )

(17)

I C = 2 I cos ( + 120 )

(18)

J A1 , J B1 , J C1 are deduced from above formula.

The first kind of boundary is combined of inner circumference of rotor and outer circumference of stator.
The boundary at 0-degree and 120-degree radius is even
periodical boundary. Finally, we compute this problem by
ANSYS software.

B. Data process and results

After field computation, 2D flux line diagram is
shown in Fig.9.

Fig.6. Distribution of conducts and slots

Fig.9. 2D flux line diagram

The distribution of vector potential Az in air gap is

shown in Fig.10.
After Fourier transform, harmony components is got.
The second order harmonic wave is the fundamental
wave. Its cosine component indicate half of fundamental
flux at q axis per pole per meter and its sine component
indicate half of fundamental flux at d axis per pole per
meter.
Then, the fundamental flux in air gap is

Fig.7. Partial star diagram of slot electromotive force

Then, the vector diagram of computation model is got.

It is shown in Fig.8. E is inner electromotive force considering armature reactance.
Then,

= 120
= 90
=

(14)
(15)

= 2 a 2 + b 2 Lt

458

(19)

duced that X ad < X aq . It is coincide with above results

A- Angle

from computation.

6.00E-02

V.

A (Wb/m)

4.00E-02

The low-speed gearless PMSM which is developed

and designed by Electric Engineering Department of
Shanghai Jiao Tong University has passed all tests. The
motor in testing is shown in Fig.11. The motor has such
advantages as little vibration, low noise, smooth operation,
little no-load losses, high efficiency and even fully loaded
operation at the speed of as low as 1 rpm. All those advantages demonstrate that a series of measures we have
taken in the process of design for reducing the ripple of
torque and vibration of motor is quite correct.

2.00E-02
0.00E+00
-2.00E-02 0

0.5

1.5

2.5

-4.00E-02
-6.00E-02
Angle (rad)
Fig.10. Curve of

Az

along air gap (angle)

The power angle is deduced by following formula.

a
tan =
(20)
b
It is supposed that = 0 , then
= 30
E is
E = 4.44 f K dp W
(21)
= 3600 a 2 + b 2
a
= tan 1
(22)
b
Then,
E sin
X aq =
(23)
I1 cos

E cos E f = 0

Fig.11. PMSM for elevator drive in testing

REFERENCES

(24)

In order to get reactance at d axis, it is supposed that

= 1 . Another E and is got. They are expressed as

[1] T. M. Jahns and W. L. Soong, Pulsating torque minimization

techniques for permanent magnet ac motor drives-A review, IEEE
Trans. Ind. Electron., Vol.43, pp. 321-330, Apr. 1996
[2] Dae-Woong Chung, Hyung-Min Ryu, Young-Min Lee, Lo-Won
Kang, Seung-Ki Sui, Seok-Joo Kang, Jun-Ho Song, Joong-Seok
Yoon, Kil-Haeng Lee, Jong-Ho Suh, Drive systems for highspeed gearless elevators, Industry Application Magazine, IEEE,
Vol.7, pp.52-56, Setp.-Oct. 2001
[3] N. Mutoh, S. Kaneko, T. Miyazaki, R. Masaki, and S. Obara, A
torque controller suitable for electric vehicle, IEEE Trans. Ind.
Electron., vol.44, no. 1, pp. 54-63, 1997
[4] Mutoh, N., Ohnuma, N., Omiya, A., Konya, M., A motor driving
controller suitable for elevators, IEEE Trans. Power Electronics,
vol.13, pp. 1123-1134, Nov. 1998
[5] J. F. Gieras, E. Santini, and M.Wang, Calculation of synchronous
reactance of small permanent-magnet alternating-current motors:
comparison of analytical approach and finite element method with
measurement, IEEE Trans. Magn. Vol.34, pp.3712-3720, Sept.
1998
[6] G. H. Kang, J.P. Hong, G. T. Kim and J. W. Park, Improved parameter modeling of interior permanent magnet synchronous motor
base on finite element analysis, IEEE Trans. Magn. Vol.36 , pp.
1867-1870, July 2000

E and
E cos E f = I1 X ad sin

(25)

Then,

E sin
I1 cos
E cos E cos
X ad =
I1 sin
For this model, the result is as follows.
X aq = 0.9922 ( )
X aq =

X ad = 0.4773

CONCLUSION

(26)
(27)

( )

Because the magnetic circuit of d axis passes bigger

air gap than q axis and is more saturated, it can be de-

459

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A

5
689

1Select

floor

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Operating Panel (DOP).
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2 Move
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Destination Control System Conventional full collective control

Trafc patterns in a typical ofce building

% of population/5 min.
12
10
8
6
4
2
0

Incoming

Interfloor

Outgoing

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Average waiting times

Time (s)
80

88

70

75

60
81
66

50
76

40

KONE Polaris combines short waiting

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6

55

30
20

40
33

10
0

13

13

20

24 62

22

Light

Normal

49

37

33

72

Heavy

Intense

Trafc
intensity

Traffic intensity
(car load factors shown on curves)

KONE Polaris DCS

Conventional control

Typical destination control

Boost traffic in all conditions with

Hybrid DCS
Traffic boosting comparison of conventional group control system vs. Traditional DCS vs.Hybrid
Trafc intensity
Up-peak

Lunchtime

Down-peak

Conventional group
control system

Time of day

Traditional DCS
Hybrid DCS

With conventional collective

control systems, passengers wait
in a crowd then rush into the
first car that arrives. They also
crowd around the car operating
panel to select their destination
floor. Those traveling to higher
floors are delayed by several
intermediate stops.

With KONE Polaris DCS,

passengers select their
destination before entering
the lobby area and are guided
directly to the dedicated car.
A limited number of other
passengers within a specific
range of floors are assigned to
the same car. Boarding is calm
and orderly, and travel times
are minimized.

Modernize your building

for better performance
KONE Modernization Overlay Tool
Building upgrade

The process

Whatever phase of its life cycle your building is at

whether it is facing competition from newer neighbors,
going through major changes in usage or service
requirements, or experiencing an increase in tenants
KONE is committed to supporting you.

Each elevator is modernized in turn, gradually adding to

the number of new elevators and increasing people flow
capacity. With conventional modernization, handling
capacity will decline considerably during the first phases
of the project. The KONE Modernization Overlay Tool
maintains the people flow capacity, increasing it as
more elevators are completed (see graph below). Before
modernization of the last elevator, the overlay is removed
and the final KONE group controller takes full responsibility
for call allocation.

KONE Polaris will help you optimize elevator

performance. And thanks to our smooth, staged
installation process, disturbance and building downtime
are minimized.
During elevator modernization, you might expect
people flow capacity to decrease when elevators are
out of service or when there are old and new elevator
groups operating in the same lobby area. With the
KONE Modernization Overlay Tool, you can eliminate
capacity decreases during modernization and even
increase people flow capacity during the modernization
process.

The KONE Modernization Overlay Tool is a temporary

high-level group control tool for use during
modernization. Compatible with both old and new
elevator systems, its basic function is to allocate landing
calls between the new, modernized elevators and the
old elevator system. The tool gives priority to the
new elevators, maximizing the use of elevators with
the highest people flow capacity and lowest energy
consumption. Passengers use common Destination
Operating Panels for calling both old and new elevators.

Handling capacity (5HC %)

Group handling capacity with and

without Modernization Overlay in DCS modernization

If the traffic and population in an office building increases,

resulting in queuing and long waiting times, KONE Polaris
will return the service level back to normal or even boost it
further.

Increased security
KONE Polaris will also improve the safety of tenants by
providing personalized functionality and guidance for users
with special needs. Integration with access control systems
improves your buildings security.

Key benets
Improved usability
Common landing stations for old and new elevators
Smooth transition from conventional control to
destination control

%
150

100

Increased trafc capacity

Improves capacity during modernization with
benefits of Destination Control System (DCS)

50
KONE Modernization
Overlay in use

0
1
5
0

1
4
1

1
3
2

With Modernization Overlay

Without Modernization Overlay

Examples of group handling capacity

with and without Modernization
Overlay in a DCS modernization

The KONE Modernization Overlay can be used with the

KONE Polaris Destination Control System (DCS), with
traditional Full Collective (FC) elevator control systems, and
also with most types of existing electrification systems. It
is also compatible with both machine-room and machineroom-less elevators.

Improved performance

How it works

Under Mod
Old lift controls
New lift controls

Compatible with old and new

1
2
3

1
1
4

1
0
5

0
0
6

Better eco-efciency
Decreases energy consumption during modernization
Wide compatibility
Can interface with most types of existing elevator
controls
Minimized disturbance
Short installation time
Minimized downtime when setting up
overlay system

Innovative technology,
attractive designs
After the location and exterior,
the main lobby and elevators
are the most important
elements in a buildings
character.
KONE Polaris combines
innovative technology
with attractive signalization
alternatives. This combination
increases comfort and security,
and enhances architectural
freedom and the visual
appearance of your buildings
lobby.
Because KONE Polaris guides
passengers to their elevator,
the elevators no longer need
to be in a clearly visible row.
This gives architects greater
freedom when designing
lobbies and positioning the
elevators.

KST 860

It also makes it possible to attach

or detach additional elevators
to existing groups, for example
around a corner, and thus improve
the overall efficiency of the elevator
system. This is especially useful in
building modernization projects.
The ability to customize the
appearance of the destination
operating panels means they can
be designed to fit seamlessly with
the buildings interior design.

KSP 937
KSC 955
KSP 853

KSC 863

KSJ 853

Configured to meet your needs

KONE Polaris is available in two configurations,
making it easier to tailor the system to the
individual needs of your building.
Hybrid DCS conguration

Traditional DCS conguration

With the Hybrid DCS configuration, the

Destination Operating Panels (DOPs) are located
only on the main floors, while other floors have
conventional landing signalization. Cars have a
conventional car operating panel.

With the traditional DCS configuration, the DOPs

are on all floors and consequently there are no
destination buttons on the car operating panel.

This configuration is particularly beneficial for

improving traffic flow from heavily used floors
like the main entrance floor. It is very useful in
buildings with heavy up-peaks and buildings with
large mid-building restaurants.
For modernization projects, this configuration is a
highly cost-effective way to improve traffic flow in
buildings with up-peak deficiencies.

As the DCS configuration receives complete

passenger origin and destination information from
all floors, it is able to provide the best service for
all traffic conditions the up-peak, the lunchtime
rush, and the down-peak, as well as quieter
periods.
This system is recommended for more complex
buildings, for example:

Standard
landing
signalization
and landing
call stations on
other floors

Standard car
operating
panels

DOPs on
main floor

10

where not all elevators serve the same floors

with complex lobby arrangements (more than
5 elevators in a row, circular or L-shaped
lobbies)
with high traffic peaks.

DOPs and
elevator
identifiers on
all floors

Car operating
panel without
destination call
buttons

Multi-tenant ofce building

16 oors, 4-car group
Typical features:
Audible guidance for disabled
DOPs with dot matrix

Recommendation:
KONE Polaris 500 Hybrid
(DOPs on main floor)

Multi-purpose ofce building

50 60 oors, uneven oor arrangement,
2x8-car groups
Typical features:
Possibility to customization
Audible guidance for disabled,
Touchscreen DOP with color display
Access control integration,
Turnstile integration, group call, PIN code

Multi-tenant ofce building

44 oors, 4-6-car group
Typical features:
Audible guidance for disabled
DOP color display option
Access control integration option,
group call

Recommendation:
KONE Polaris 900 Traditional
(DOPs on every floor)

Recommendation:
KONE Polaris 800 Hybrid
(DOPs on entrance floors,
car park and main lobby)

HIGH RISE ELEVATORS FOR THE 21ST CENTURY

Hans Jappsen
Jappsen + Stangier Oberwesel GmbH, Germany
Introduction
Within the next 20 years, I think, we will have got high performance elevators with linear
drives without counter weight, with o lot of elevator cars running in the same hoistway.
In this way, it could be possible to reduce the required space of elevator hoistways in tall high
rise buildings, and to build and to operate tall high rise buildings more economically.
Due to an existing 200 m high rise building and a planned 360 m high rise building, these new
elevator systems will be described and compared with the realised and designed today usual
systems.
The new elevator systems should have the same capacity as the existing elevators. I will
show, how many lettable area can be saved and what are the estimated costs for the new
elevator system.

Elevators in high rise buildings

Tall high rise buildings are tremendously influenced in their core dimensions by the number
and layout of the elevators.
We know high rise buildings, where elevators, starting at ground floor, can serve all other
floors and we know high rise buildings where the people, to reach the upper floors have to
transfer from an express group to an regional elevator group.
The comfort is higher at high rise buildings, where all floors are reachable from ground floor
without transfer. Due to an increasing travel height the handling capacity will be reduced, in
consequence that for the upper areas of high rise buildings more and more elevators are
required. Limits of these elevator layout are costs and the needed large hoistway areas at the
entrance level.

Train elevator
All elevators today are comparable with a railway, containing rails and one train, running
backwards and forwards. Today, efficient train systems are containing rails for both directions
and a lot of trains, running one after the other.

Transformed to elevators, this could be a paternoster or an elevator system containing two

hoistways, one for up and one for down direction and a lot of independent running elevator
cars. Elevator cars without counterweights and without ropes, equipped with al linear motor,
as it is used at the latest train technology, the German Transrapid system or the Japanese
counterpart. At both ends of the hoistways, each car will be transposed to ride in the other
direction.
I would like to call these new elevator Train elevator.

Comparison of handling capacity

The maximum handling capacity of a train elevator to fill a building is defined per double
hoistway by the car capacity (max. possible number of passengers inside the car with good
comfort) and the time between to starts at the entrance level (interval time).
Handling capacity (peoples/min.) = car capacity (number of peoples) / interval time (s)
Interval time results of:
total loading time
+ door closing time
+ time to leave the ground floor
+ time for security check
+ time the next car enters the ground floor
+ door opening time
Example:
Car with a capacity of 20 passengers:
total loading time =
20 x 0,8:
+ door closing time =
+ time to leave the ground floor =
+ buffer time for security check =
+ time the next car enters the ground floor =
+ door opening time =
interval time
Handling capacity = 20 x 60 / 38 =

16 s
2s
5s
3s
10 s
2s
38 s
31,6 peoples /min

This handling capacity is independent of the travel height, respectively the building height.
Handling capacity of an express elevator:
travel height
car capacity
speed
stop loosing time
loading and unloading time

100 m
20 peoples
5 m/s
10 s
1,2 s / peoples

Round trip time (s) = travel time + loading and unloading time + number of stops x stop
loosing time
travel time = 2 x travel height / speed =
200/5 =
40 s
+ total loading and unloading time =
20 x 1,2 =
24 s
+ total stop loosing time =
2 x 10 =
20 s
round trip time =
84 s
Handling capacity = car capacity / round trip time = 20 / 84
Handling capacity of a distribution elevator:
travel height
car capacity
speed
stop loosing time
loading and unloading time
number of floors above ground floor
expected number of stops

= 0,238 peoples /s
= 14,3 peoples /min
140 m
20 peoples
5 m/s
10 s
1,2 s
15
12,2

Round trip time(s) = 2 x travel height / speed + loading and unloading time + number of
stops x stop loosing time
travel time = 2 x travel height / speed =
280/5 =
56 s
+ total loading and unloading time =
20 x 1,2 =
24 s
+ total stop loosing time =
12,2 x 10 =
122 s
round trip time =
202 s
Handling capacity = car capacity / round trip time = 20 / 202

= 0,099 peoples /s
= 5,94 peoples /min

A train elevator needs a double hoistway, therefore the handling capacity of a train elevator
has to be compared with two express elevators or two distribution elevators.
Handling capacity per double hoistway with:
train elevator
express elevator
distribution elevator

40
28,6
11,8

peoples/min
peoples/min
peoples/min

The above calculated handling capacity is valid during up peak. Any additional interfloor or
down peak traffic will reduce the handling capacity of express or distribution elevators. The
handling capacity of train elevators are not affected. Due to the lot of train elevator cars in
different positions of the hoistway, the total handling capacity is much more higher than 40
peoples/min.
The handling capacity of a train elevator during interfloor traffic is nearly as high as the
handling capacity of a paternoster.

Main Tower
Office tower at Frankfurt/Main, Germany:
Height
Number of floors
Building population
Completion
Owner
Architect:
Project manager
Elevator consultant

200 m
55
2.730
Autumn 1999
HELICON, Mnchen
Schweger + Partner, Hamburg
OFB, Frankfurt/Main Hines, Berlin
Jappsen + Stangier, Oberwesel

Figure 1. Main Tower, Groundfloor

Figure 2. Main Tower, Skylobby

Existing elevators.
Low rise group, from ground floor
speed
capacity
Mid rise group, from ground floor
speed
capacity
Express group, (shuttle) between ground floor and sky lobby
speed
capacity
Lower high rise group, from sky lobby, downstairs
speed
capacity
Upper high rise group, from sky lobby, upstairs
speed
capacity

Figure 3. Main Tower, Groundfloor Core

Figure 4. Main Tower, Groundfloor Core Train Lifts

4 elevators
4 m/s
1350 kg
4 elevators
5 m/s
1350 kg
4 elevators
7 m/s
1500 kg
4 elevators
4 m/s
1350 kg
4 elevators
4 m/s
1350 kg

M
M

Upper
High Rise Group

52

52

R
R

R
R

High Rise
System

Express
Group
M
M

38 Skylobby

M
M
P

Under
High Rise Group

I
I
I
I
I
I
I
I
I
I
I
I

M
M

25

I
I
I
I
I
I
I
I

Mid Rise Group

14

24

R
I
I
I
I
I
I
I

Low Rise
System

I
I
I
I
I
I
I
I
I
I
I
I
I

I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I

R
R
R
R

R
R
R
R

R
R
R
R

M
M

Low Rise
Group

Number of Hoistways

R
R

I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I

Hoistway with Doors

I

Hoistway without Doors

Pit

Machine Room

Reversal Room

Figure 5. Main Tower, Scheme with Skylobby and Scheme with Train Elevators
The elevator configuration at fig. 5 shows only passenger elevators and no freight or
firefighters elevators.

To handle the traffic during up peak two double hoistway systems are required. One system
ends in the middle of the building and serves the lower building part. The second system
serves the upper building part and has no stops at the low rise zone. A third system is
provided as reserve.
During maintenance or repair at the cars, there is no influence of the operation, because it is
possible to take the cars out of the system. During maintenance at one hoistway, the second
hoistway can be in use, but with reduced handling capacity in a up and down modus. If a
complete double hoistway system is broken down, the reserve system is able to replace the
low rise or the high rise system.
For train elevators destination control systems might be helpful, to inform the people about
the actual departure gate (door).
Comparison
hoistway volume
hoistway area
hoistway area at ground floor
number of elevator hoistways
number of doors
estimated costs

conventional
elevator system
13.150 m
3.736 m
113 m
12
232
7.000 T

train elevator
system
11.400 m
3.278 m
81 m
8
214
9.200 T

difference
-1.750 m
-458 m
-32 m
-4
-18
+2.200 T

Rent income of 500 per year / m2 and 458 m2 more rentable area in the tower, would bring a
total additional rent income per year of
229 T,
respective an additional rent income within 10 years of
2.290 T.
The costs of the conventional elevators are estimated due to the present market situation. They
are different to the real elevator costs at the construction. The above mentioned costs do not
include the costs of freight or firefighters elevators and parking elevators.
The estimated cost of the train elevators are naturally much more inexact because of the new
technologies.
As we can see, the calculated costs of the train elevators are at the border to be economical.
Advantageous will be the flexible core design and the reduced required area at ground floor.
In addition, the train elevator system offers the possibility to reach all floors from ground
floor without transfer, and also, if the reserve system is in operation, to reach all floors from
all floors without transfer. This is an important improvement of elevator comfort.

Example Milleniumtower
Projected office tower at Frankfurt/Main, Germany:
Height
Number of floors
Building population
Completion
Architect
Elevator consultant

370 m
99
6.640
not yet started
Albert Speer & Partner, Frankfurt/Main
Jappsen + Stangier, Oberwesel

Figure 6. Millenium Tower Groundfloor

Figure 7. Millenium Tower Groundfloor Core

Designed elevators
Under low rise group, from EG, under level
speed
capacity
Under high rise group, from EG, upper level
speed
capacity
Double deck express group, between ground floor and sky lobby I
speed
capacity
Middle low rise group, from sky lobby I, under level,
speed
capacity
Middle high rise group, from sky lobby I, upper level
speed
capacity
Double deck express group, between ground floor and sky lobby II
speed
capacity
Upper low rise group, from sky lobby II, under level,
speed
capacity
Middle high rise group, from sky lobby II, upper level
speed
capacity

6 elevators
4 m/s
1500 kg
6 elevators
5 m/s
1500 kg
4 elevators
6 m/s
2000 kg
6 elevators
4 m/s
1500 kg
6 elevators
5 m/s
1500 kg
4 elevators
7 m/s
2000 kg
5 elevators
4 m/s
1500 kg
5 elevators
5 m/s
1500 kg

Figure 8. Millenium Tower Groundfloor Core Train Elevator Groups

The elevator configuration of the conventional elevators and the configuration of this building
equipped with a train elevator system is shown at fig. 9. Not included in the scheme are the
freight- and firefighters elevators.

92

92

Upper Low Rise

Group

Reserve
System

76

Express
Group II

I
I
I

Under
High Rise
System

I
I
I
I
I
I

65/66 Skylobby II
Technics
62
Middel High Rise
Group
P

I
P

I
I

58

I
I

Mide Rise
System

I
I
I

Middel Low
Rise Group

I
I
I
I

Express
Group I

41

Upper
Low Rise
System

I
I
I
I

33/34 Skylobby I
Technics
30
Under High Rise
Group
P

Upper Low
Rise Group

18

49

Upper
High Rise
System

80

P
M

Under Low
Rise Group

22

Under
Low Rise
System

I
P

Hoistway with Doors

I

Hoistway without Doors

Pit

Machine Room

Reversal Room

Figure 9. Millenium Tower, Scheme with Skylobbies and Scheme with Train Elevators

To handle the traffic during up peak by train elevators, 5 double hoistway systems are
required, each serving one of the 5 building zones. A sixth system is provided as reserve.
A destination control systems should be used.
Comparison
hoistway volume
hoistway area
hoistway area at ground floor
number of elevator hoistways
number of doors
estimated costs

conventional
elevator system
50.950 m
14.024 m
264 m
20
587
17.500 T

train elevator
system
33.900 m
9.310 m
211 m
12
368
24.400 T

difference
-17.050 m
-4.714 m
-53 m
-8
-219
+6.900 T

Rent income of 500 per year / m2, and 4714 m2 additional rentable area in the tower, would
bring a total additional rent income per year of
2.357 T,
respective an additional rent income within 10 years of
23.570 T.
As we can see, the calculated costs of train elevators will be economical. Advantageous is the
minimised required area at ground floor additional to the flexibility of the core design. Not
necessary are skylobbies and double level entrance areas. There is no need of escalators
between both entrance areas, which are very difficult to arrange within the building layout.
The train elevator system offers the possibility to reach all floors from ground floor without
any transfer and under operation of the system in reserve to reach all floors from all other
floors without any transfer.
Critical could be, during a brake down of more than one system in parallel, the handling
capacity of the elevator group in reserve. To be prepared for this case, an alternative solution
is described, connecting all levels at three double hoistway systems. The corresponding
configuration is described in fig. 10.
Comparison
hoistway volume
hoistway area
hoistway area at ground floor
number of elevator hoistways
number of doors
estimated costs

conventional
elevator system
50.950 m
14.024 m
264 m
20
587
17.500 T

train elevator
system alternative
39.450 m
10.854 m
211 m
12
534
26.700 T

difference
-17.050 m
-3.170 m
-53 m
-8
-53
+9.200 T

Rent income of 500 per year / m2, and 3170 m2 additional rentable area in the tower, would
bring a total additional rent income per year of
1.585 T,
respective an additional rent income within 10 years of:
15.850 T.
We can see, that the train elevator system is economical, if it is possible to realise the
estimated costs.

92

Reserve
System

Upper
High Rise
System

92

Upper
High Rise
System

Reserve
System

R
R
R
R
R

76

Under
High Rise
System

76

Under
High Rise
System

I
I
I

72

I
I

R
R
R
R
I
I

41

22

58

I
R

Mide Rise
System

Mide Rise System

I
I

I
I

49

I
I

Upper
Low Rise
System

Under
Low Rise
System

58

41

Upper
Low Rise
System

26

22

Under
Low Rise
System

Hoistway with Doors

I

Hoistway without Doors

Reversalroom
Hoistway with Doors for 3th possibility

Figure 10. Millenium Tower, Train Elevators with two and with tree systems each floor

Open technical questions

The linear drive system of the electromagnetic trains, like that of the Transrapid, at present
under installation at Shanghai, has to be adapted to a vertical operation. The linear motor is to
be placed over the whole hoistway height. The available space required for a counterweight
might be also sufficient for a linear motor drive.
There are to develop safety brake systems, to guaranty a safe car fixing at the floor levels,
when the drive system is powerless or in case of power failing.
All parts of a safety system have to be installed at the car.
The distance between the cars must be monitored permanently.
The elevator cars and all connected parts have to be optimised with regard to reduce the
weight, specially all parts of the drive system.
All electrical wires to the car for communication systems, have to be exchanged by mobile
radio equipment. Power supply for lighting, door drives will be supplied by accumulators or
transmitted by induction.
The elevator control systems have to be adapted to the new possibilities.
A critical point is the high consumption of power for each car, which is much more higher
than those of conventional fast running high rise elevators. To reduce the energy consumption
recovery energy during down trip is necessary.

Time horizon
The realisation of such a new system depends on the demands of consultants, architects and
building owners and how quick elevator manufacturer are able to develop such a new system
respectively how much money they would like to invest.
Aim of my presentation is, to present a new and space saving elevator solution to architects
and clients, pushing enquiries and to show the elevator manufacturers, that linear motor
driven elevators for tall high rise building are an economically solution.

Biography
Since 1972 Hans M. Jappsen is working as an Independent Consulting Engineer for elevators
and building logistics. He and Gnther Stangier founded in 1974 the Independent Engineering
Company Jappsen + Stangier.
For a lot of protruding buildings and nearly 80 % of the German high rise buildings, the
Jappsen + Stangier Companies have planned elevators, escalators, facade lifts, and the supply
and waste disposal areas, and have supervised their realisation.

Project Prepared for obtaining Diploma Engineer in

Electrical Engineering

By
Adnan Shahin

Ahmed Mohammed

Muna alwadi

Hiba Ali

Supervised By
Prof. Dr. Eng. Kamal Naji
Dr. Eng. Mohammed Eid Al-Masri

2011 - 2012