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Vertical Vibration Analysis
Vertical Vibration Analysis
Research Article
Study on Theoretical Model and Test Method of Vertical
Vibration of Elevator Traction System
Qifeng Peng,1 Aihua Jiang,2 Hong Yuan ,1 Guojian Huang,2 Shan He,2 and Shanqing Li 1
1
MOE Key Laboratory of Disaster Forecast and Control in Engineering, School of Mechanics and Construction Engineering,
Jinan University, Guangzhou 51063, China
2
Guangzhou Academy of Special Equipment Inspection & Testing, Guangzhou 510180, China
Correspondence should be addressed to Hong Yuan; tyuanhong@jnu.edu.cn and Shanqing Li; lishanqing09@163.com
Copyright © 2020 Qifeng Peng et al. This is an open access article distributed under the Creative Commons Attribution License,
which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.
In order to study the dynamic characteristics of the elevator, the response characteristics of the elevator under normal operation
and emergency braking conditions are analyzed. In this paper, the centralized mass discretization model is used to study the
vibration characteristics of the elevator traction system under the external excitation. Firstly, the vibration equation of the elevator
multi-degrees-of-freedom (abbreviated as DOF) system is established. Then, the vibration characteristics of the three DOF system
are analyzed, and the natural frequencies and modes are obtained. The free vibration equation and forced vibration equation are
obtained, and the theoretical solutions are obtained. Finally, the test method proposed in this paper is used to test the normal
operation and emergency braking of the elevator. The test results show that, under normal operation conditions, the measured
speed and distance errors are not more than 4.2%, the up running distance measured by the elevator is larger than the actual value,
while the down running distance is smaller than the actual value; under emergency braking condition, because the steel wire rope
can only bear the pulling force, the peak acceleration fluctuation in the up emergency braking process is large, while the down
emergency braking acceleration fluctuation is small. Therefore, the elevator vibration analysis model and the vibration test method
proposed in this paper can be used for the analysis of elevator dynamic performance, which has great reference value for the safety
performance research of the elevator traction system.
was proposed [8]. Yang et al. established a four degree of 2. Research on the Centralized Mass
freedom model of elevator lateral vibration, studied the Discretization Model of the Elevator
impact of air flow on the system vibration when the ul-
Traction System
trahigh speed elevator was running in the shaft, and analyzed
the impact of air disturbance on vehicle lateral vibration When the elevator is powered off or the safety device acts,
acceleration under different working conditions by New- the elevator brake will hold the brake and stop the elevator to
mark-beta method [9]. ensure the safety of the passengers [17–19]. In the process of
The distributed mass continuum model is that the emergency braking, due to the effect of the brake shoe, the
steel wire rope is equivalent to the extensible beam whole elevator traction system will have strong vibration.
structure, and the variable length flexible structure In order to analyze the influence of braking moment on
analysis theory is used to study. Gaiko and van Horssen the lift car and counterweight, a 1 : 1 elevator model is
regarded the elevator wire rope as a beam with variable studied in this paper, the centralized mass discretization
length. Assuming the axial vertical velocity of the beam model is used to analyze the vibration response of the el-
was constant, the lateral vibration of the wire rope under evator traction system under the action of external torque,
the action of wind vibration was analyzed by singular and the influence of the relative slip between the wire rope
perturbation theory. The numerical method was also used and the traction wheel is also considered.
to verify the calculation results [10]. Fan and Zhu used the The elevator traction system discussed in this paper (as
singularity free beam to model the elevator steel wire shown in Figure 1) includes traction the wheel, traction wire
rope, analyzed the natural frequency and vibration mode rope, guide wheel, reverse rope wheel, lift car, counter-
of the steel wire rope after the change of the elevator car weight, compensation rope, and tension wheel. During the
position, and compared with the results of ABAQUS analysis of vibration characteristics, the following assump-
analysis in parallel [11]. tions are made.
In the study of dynamic characteristics of elevator
emergency braking process, Durak and Yurtseven studied
the tribological properties of an elevator’s brake linings 2.1. Basic Assumptions
and provided information about how to evaluate the (1) It is assumed that each wire rope of the elevator is
tribological properties of the brake linings of the elevator always in a state of tension with uniform force
system that were activated in emergencies [12]. Xiao (2) It is assumed that multiple steel wire ropes can be
studied the function and importance of elevator brakes regarded as one rope, and the cross-sectional area of
and analyzed the causes of brake-related part failure [13]. this rope is equal to the sum of the cross-sectional
Poul analyzed the influence of load on effective braking areas of the wire rope
distance and descending speed during emergency braking
and gave the calculation results [14]. Peng et al. studied a (3) It is assumed that the deformation of the steel wire
test method of no-load elevator braking torque and gave a rope conforms to Hooke’s law, and its elastic
method to predict full-load braking capacity based on no- modulus remains unchanged along the whole length
load test results [15]. Longwic and Szydło introduced the of the wire rope
test results of the influence of guide rail pollution on the (4) The elasticity between the foundation and the tractor
braking delay of the progressive gear in the friction lift. is not considered
The influence of lubrication on braking performance was (5) The lateral vibration of the traction system caused by
studied [16]. the guide rail and other ancillary facilities is not
These research works provide an important reference considered
for the vibration research of the elevator traction system,
(6) The cage and counterweight are regarded as rigid
but most scholars focus on the lateral vibration analysis of
bodies, and the traction wheel and tension wheel are
the steel wire rope and the lift car. In the process of
regarded as rigid pulleys
simplification, the contact between the lift car side (or the
counterweight side) wire rope and the traction wheel is (7) Ignoring the elasticity and quality of the wire rope in
simplified as a fixed connection, but less attention is paid close contact with the traction wheel and tension
to the influence of the rotation of the traction wheel and wheel.
the slip characteristics of the wire rope. In this paper,
based on the actual operation characteristics of the ele- 2.2. Energy Description of the Elevator Traction System.
vator, the vibration of the elevator traction system is The steel wire rope is divided into 4 sections (as shown in
studied by using the centralized parameter discrete model, Figure 2), including cage side traction rope L1 , counter-
and the influence of the rotation characteristics of the weight side traction rope L2 , cage side compensation rope
traction wheel is considered. The dynamic characteristics L3 , counterweight side compensation rope L4 , wire rope on
of the elevator traction system in the normal operation traction wheel L5 , and wire rope on tension wheel L6 . L1 is
and emergency braking process are studied by using the divided into n1 segments, the stiffness of the spring in the ith
theoretical solution and experimental methods for segment is k1,i , the damping is c1,i , the mass is simplified to
comparison. n1 + 1 particles, and the mass of the ith particle is m1,i . L2 is
Mathematical Problems in Engineering 3
n
1 2 2 3. Establishment and Solution of the Vertical
D2 � c2,i x_2,i − x2,i−
_ 1 . (10) Vibration Equation of the 3-DOF System
2 i�1
The total energy dissipation function of L3 can be There is no compensation rope (or compensation chain) for
expressed as elevators with low lift height. Compared with the cage mass,
n
the quality of the elevator wire rope can be equivalent to the
1 3 2 cage by Rayleigh method [20]. In this way, the elevator
D3 � c3,i x_3,i − x3,i−
_ 1 . (11)
2 i�1 traction and the hoisting system can be simplified into a
three-degree-of-freedom system composed of the cage, the
The total energy dissipation function of L4 can be weight, and the traction wheel.
expressed as
n
1 4 2
D4 � c x_ − x4,i−
_ 1 . (12) 3.1. Energy Description of the 3-DOF System. The lift car
2 i�1 4,i 4,i displacement is represented by x1 , counterweight dis-
placement is represented by x2 , and the rotation angle of the
Since x1,n1 � xc � x3,0 and x2,n2 � xw � x4,0 , the work
traction wheel is represented by x3 , as shown in Figure 3.
done by the damping force of the car and counterweight is
reflected in the energy dissipation function of the wire rope. 1 1 1
T � mc x_21 + mw x_22 + JTr x_23 ,
The energy dissipation function of the traction wheel and the 2 2 2
tension wheel rotation can be expressed as 1 2 1 2
D � Cc x_1 + RTr x_3 + Cw x_2 − RTr x_3 , (17)
1 1 1 2 2 2
D5 � cTr x_2Tr + cTe x_2Te � 2 cTr x2,0
_ + x1,0
_
2 2 2RTr 1 2 1 2
U � kc x1 + RTr x3 + kw x2 − RTr x3 .
(13) 2 2
1 2
_ 3 + x4,n
+ 2 cTe x3,n _ 4 . For the generalized coordinate x1 , we have
2RTe
d zT
The total energy dissipation function of the elevator €2 ,
� mc x
dt zx_1
traction system is
n n
zT
1 1 2 1 2 2 � 0,
D � c1,i x_1,i − x1,i−
_ 1 + c2,i x_2,i − x2,i−
_ 1 zx1
2 i�1 2 i�1 (18)
zU
n n � kc x1 + RTr x3 ,
1 3 2 1 4 2 zx1
+ c3,i x_3,i − x3,i−
_ 1 + c4,i x_4,i − x4,i−
_ 1
2 i�1 2 i�1 zD
� Cc x_1 + RTr x_3 .
1 2 1 2 zx_1
+ c x_ + x1,0 _ 3 + x4,n
_ + 2 cTe x3,n _ 4 .
2R2Tr Tr 2,0 2RTe The elevator cage is only affected by wire rope tension
(14) and gravity in the vertical direction, and by substituting the
above results into Lagrange equation, we can get
The potential energy of the elevator traction system can
be expressed as mc x€1 + Cc x_1 + RTr x_3 + kc x1 + RTr x3 � 0. (19)
n n
1 1 2 1 2 2 For the generalized coordinate x2 , we have
U� k1,i x1,i − x1,i−1 + k2,i x2,i − x2,i−1
2 i�1 2 i�1 d zT
€2 ,
� mw x
n n dt zx_2
1 3 2 1 4 2
+ k3,i x3,i − x3,i−1 + k4,i x4,i − x4,i−1 .
2 i�1 2 i�1 zT
� 0,
(15) zx2
(20)
zU
The total number of degrees of freedom (abbreviated as � kw x2 − RTr x3 ,
DOF) of the system is n1 + n2 + n3 + n4 . According to zx2
Lagrange theory, the motion equation of the vertical vi- zD
bration system of the elevator system can be expressed as � Cw x_2 − RTr x_3 .
zx_2
d zT zT zU zD
− + + � Qi , j � 1, 2, 3, 4; The elevator counterweight is only affected by wire rope
dt zx_j,i zxj,i zxj,i zx_j,i
tension and gravity in the vertical direction, and by substituting
the above results into Lagrange equation, we can get
i � 1, 2, 3, . . . , ni .
mw x€2 + Cw x_2 − RTr x_3 + kw x2 − RTr x3 � 0. (21)
(16)
Mathematical Problems in Engineering 5
Lc
The characteristic equation of the undamped system is
Lw
1 [K] − ω2 [M] � 0. (27)
n
X1
The characteristic roots ωn1 , ωn2 , and ωn3 of the system
2
are obtained, where ωn1 < ωn2 < ωn3 .
Substituting ωn1 into the characteristic problem equation
X2 of the system, we have
2
Figure 3: Mass-spring-damping diagram of the three-degree-of- [K] − ωn [M][u] � [0]. (28)
freedom system.
Then,
For the generalized coordinate x3 , we have
⎪
⎧
⎪ u(1)
1 ⎫ ⎪
⎪
d zT zT ⎨ (1) ⎪
⎪ ⎬
� JTr x€3 , � 0, u(1)
1 � ⎪ u2 ⎪. (29)
dt zx_3 zx3 ⎪
⎪ ⎪
⎩ (1) ⎪⎭
u3
zU
� kc RTr x1 + RTr x3 − kw RTr x2 − RTr x3 , Similarly, the second and third modal vectors of the
zx3
undamped system are u(2) and u(3) , respectively.
zD
� Cc RTr x_1 + RTr x_3 − Cw RTr x_2 − RTr x_3 . The modal matrix of the system is obtained as
zx_3
(22) [u] � u(1) , u(2) , u(3) . (30)
The external torque M (T) is applied to the traction The modal mass matrix of the system is
wheel, so
Mr1
JTr x€3 + Cc RTr x_1 − Cw RTr x_2 + Cc RTr 2 + Cw RTr 2 x_3 + kc RTr x1 ⎡⎢⎢⎢ ⎤⎥⎥⎥
Mr � [u] [M][u] � ⎢⎢⎢⎢⎣ ⎥⎥⎥.
T
2 2
Mr2 ⎥⎦ (31)
− kw RTr x2 + kc RTr + kw RTr x3 � M(t).
Mr3
(23)
The modal stiffness matrix of the system is
Kr1
3.2. Establishment of Differential Equations of Motion. ⎡⎢⎢⎢ ⎤⎥⎥⎥
Kr � [u] [K][u] � ⎢⎢⎢⎢⎣ ⎥⎥⎥.
T
Equations (19), (21), and (23) constitute the differential Kr2 ⎥⎦ (32)
equation of motion of the traction system, which can be Kr3
expressed in the matrix form as follows:
[M]{x€} +[C]{x_ } +[K]{x} � {F}, (24) The ratio of the modal mass Mri to the modal stiffness Kri
is equal to the square of the natural frequency ωni of the same
where order:
T K
{x} � x1 x2 x3 , ω2ni � ri . (33)
Mri
mc 0 0
⎢
⎡
⎢
⎢ ⎤⎥⎥⎥
⎢ ⎥ Since the damping of the elevator traction system is
[M] � ⎢⎣ 0 mw 0 ⎥⎥⎦,
⎢
small, Rayleigh damping can be used to deal with the system
0 0 JTr damping, that is, the damping is assumed to be a linear
Cc 0 Cc RTr combination of mass and stiffness:
⎢
⎡
⎢
⎢ ⎤⎥⎥⎥
⎢ ⎥⎥⎥,
⎣ 0
[C] � ⎢
⎢ Cw −Cw RTr ⎦ (25)
[C] � α[M] + β[K]. (34)
Cc RTr −Cw RTr Cc R2Tr + Cw R2Tr
kc 0 kc RTr Then, the damping ratio of the ith mode is
⎢
⎡
⎢ ⎤⎥⎥⎥
[K] � ⎢
⎢
⎢
⎢
⎣ 0 kw −kw RTr ⎥⎥⎥,
⎦ α + βω2ni
ζi � . (35)
kc RTr −kw RTr kc R2Tr + kw R2Tr 2ωni
T
[F] � 0 0 M(t) . The modal damping matrix is
6 Mathematical Problems in Engineering
–1
–2
–3
–4
(1) (2) (3) (4)
–5
0 20 40 60 80 100
Time (s)
Figure 5: Vibration test results. (1) Condition I. (2) Condition II.
(3) Condition III. (4) Condition IV.
3 8
(t3 ,s3)
s3 – s2 7
2 P.3
6
(t1 , v1)
1
t3 5 P.1 P.2 P.3
t0 t4
0 t2 4
Value
t1
Value
–1 3
2
–2 (t1 , v1)
1
–3
0
P.1 P.2 P.4
–4 –1
0 1 2 3 4 5 6
t (s) –2
0 1 2 3 4 5 6 7 8 9 10 11 12 13
a(m/s2)
t (s)
v (m/s)
s (m) a (m/s2)
v (m/s)
Figure 7: Acceleration, speed, and displacement curve of the el- s (m)
evator car under condition II. P.1 Acceleration phase, P.2 constant
speed phase, P.3 emergency braking phase, and P.4 free vibration Figure 8: Acceleration, speed, and displacement curve of the el-
phase. evator car under condition III. P.1 Acceleration phase, P.2 constant
speed phase, and P.3 deceleration phase.
1
4.7. Test Results of Condition IV. Condition IV: upward t0 t1 t2 t3 t4
0
emergency stop condition. This condition was divided into 4
Value
phases, and they are P.1 acceleration phase, P.2 constant (t1 , v1)
–1
speed phase, P.3 emergency braking phase, and P.4 free
vibration phase, Figure 9. –2
s3 – s2
Similar to condition II, the emergency braking operation
is carried out immediately after the elevator reaches the rated –3
speed. From Figure 8, it can be seen that, after the normal P.1 P.2 P.3 P.4
–4
acceleration of 2.8 s, the speed of the elevator reaches 0.98 m/
0 1 2 3 4 5 6
s at the time of t1 � 3.08 s. Emergency braking operation was t (s)
carried out at t2 � 4.11 s. The elevator stopped at t3 � 4.59 s,
a (m/s2)
the total braking time is 0.48 s, and the braking distance is v (m/s)
s3 − s2 � 0.22 m. s (m)
Figure 9: Acceleration, speed, and displacement curve of the el-
5. Comparison and Analysis evator car under condition IV. P.1 Acceleration phase, P.2 constant
speed phase, P.3 emergency braking phase, and P.4 free vibration
5.1. Comparison of Test Results of Normal Operation.
phase.
From the analysis of the test results of normal operation, we
can see whether the test method adopted is feasible or not
and also know whether the instrument precision adopted running upward, the measured running distance is larger
can meet the requirements. By comparing the test results of than the actual value. This phenomenon may be related to
up and down, we can compare the dynamic characteristics of the characteristics of the wire rope, which will be dis-
the elevator at different running directions. cussed in the comparison of emergency braking test
As can be seen from Table 3, the test results of working results.
condition III and working condition I are compared, and
it is found that the error of the test method adopted is not
large in either the ascending or descending stage. When 5.2. Comparison of Emergency Brake Test Results. The peak
the elevator is descending, the measured running distance value of the elevator’s acceleration during the upward
is smaller than the actual value; when the elevator is emergency braking process fluctuates greatly, while the
10 Mathematical Problems in Engineering
rope on the side of the cage will decrease, namely, the steel wire 0.25
rope will become more relaxed. Therefore, the measured ac- 0.2
celeration value changes greatly in the stopping phase (P.3) of 0.15
Condition II. In the emergency braking of the elevator upward 0.1
(Condition IV), the elevator cage is affected by the downward
0.05
inertial force, and the tension of the steel wire rope on the side
0
of the cage increases, namely, the steel wire rope becomes 0 5 10 15 20 25 30 35 40 45 50
tighter. Therefore, the change of acceleration measured in the Frequency (Hz)
stop phase (P.3) of condition IV is almost in a straight line. This Downward
also explains why the measured up distance is longer than the Upward
measured down distance under normal operating conditions.
Figure 10: Spectrum analysis of P.4 under conditions II and IV.
Figures 7 and 9 and Table 4 can be summarized as
follows.